FOREWORD

This Driveability and Emissions Section of this manual replaces SECTIO N 6C and SEC TIO N 6E of the P3 and C/K
Service Manual for gasoline engines with throttle body fuel systems and diesel engines with electronically controlled
fuel injection pumps.

The Electrical Diagnosis section of this manual contains wiring diagrams and electrical diagnosis for C/K models.

Procedures involving disassembly and assembly of major components for these vehicles are published in the Light
Dtfy Truck Unit Repair Manual (GMT/95-LDUR). Diagnosis, on-vehicle maintenance, and light repair procedures are
polished in the P3 and P/G Chassis service manual (GMT/95-CK-1).

CAUTIOil: General Motors service manuals are intended for use by professional, qualified
technicians. Attempting repairs or service without the appropriate training, tools, and
equipmert could cause injury to you or others and damage to your vehicle that may cause
it not to operate properly.
 1995
C/K TRUCK DRIVEABILITY,
EMISSIONS, AND
ELECTRICAL DIAGNOSIS
MANUAL
The Table of Contents on the following page indicates the sections covered in this manual. At
the beginning of each individual section is a Table of Contents which gives the page number on
which each major subject begins.
When reference is made in this manual to a brand name, number, or specific tool, an
equivalent product may be used in place of the recommended item.
All information, illustrations, and specifications contained in this manual are based on the latest
product information available at the time of publication approval. The right is reserved to make
changes at any time without notice.

General Motors Corporation

Pontiac, Michigan

GMT/95-CK-2
©1994 General Motors Corporation June 1994
Printed in U.S.A. All rights reserved

No part of this publication may be reproduced, stored in any retrieval system, or transmitted, in
any form or by any means, including but not limited to electronic, mechanical, photocopying,
recording or otherwise, without the prior written permission of General Motors Corporation. This
includes all text, illustrations, tables, and charts.
 TABLE OF CONTENTS
The table of contents on this page indicates the sections covered in this manual. At the beginning of each
individual section is a table of contents which gives the page number on which each major subject begins.

SECTION SUBJECT
1 DRIVEABILITY AND EMISSIONS — GASOLINE ENGINES
2 DRIVEABILITY AND EMISSIONS — DIESEL ENGINES
3 ELECTRICAL DIAGNOSIS
 GENERAL MOTORS SERVICE MANUAL COMMENTS
If you find an error, omission, or have a suggestion on
any General Motors Service Manual, we want to hear
from you.
United States (General Motors Dealer Employees
Only):
1-800-828-6860
(Monday-Thursday 8:00 a.m. to 8:00 p.m. EST)
(Friday 8:00 a.m. to 6:00 p.m. EST)
Fax#: 810-265-9327
Canada (General Motors Dealer Employees Only):
Quebec 1-800-263-7960, Select Option 5
Nationally 1-800-263-7740, Select Option 5
Oshawa, Ontario “Local” Area, 644-7060,
Select Option 5
(Monday-Friday 8:00 a.m. to 6:00 p.m. EST)
Fax#: 810-265-9327
These phone numbers can be called Monday
through Friday. Be prepared to give the following
information:
• Your name
• Your dealership’s name
• Your phone number
GM I Service Technology Group
• Model year and vehicle line
• Publication part number (if present)
• Vehicle Identification Number of vehicle being
worked on
• Section and page number(s)
• Description of problem
This phone number cannot provide technical
assistance. Contact your regular technical assistance
source.
The personnel answering this phone number will
provide the author of the information with your comments
and will follow-up until an answer is given.
If you wish to send examples or marked-up pages,
the person who takes your call will tell you how to do that.
United States And Canadian Vehicle Owner/
Operator:
If you are the owner or operator of the vehicle,
please give your comments to the applicable customer
assistance center. The phone number and address are in
your Owner’s Manual.
BLANK
DRIVEABILITY AND EMISSIONS (GASOLINE)
TABLE OF CONTENTS
SECTION SUBJECT
1 GENERAL INFORMATION
2 DRIVEABILITY SYMPTOMS
3 CONTROL MODULE SYSTEM S
3A CONTROL MODULE SYSTEM (93 PCM-6)
3B CONTROL MODULE SYSTEM (ECM/GMCM)
4 FUEL SYSTEM S
4A FUEL SYSTEM 220 TBI
4E FUEL SUPPLY SYSTEM
5 EVAPORATIVE EMISSION (EVAP) CONTROL SYSTEM
6 IGNITION SYSTEM S
6A DISTRIBUTOR IGNITION (Dl) SYSTEM
7 KNOCK SENSO R (KS) SYSTEM
9 EXHAUST GAS RECIRCULATION (EGR) SYSTEM
9A LINEAR EGR VALVES
9B NEGATIVE BACKPRESSU RE EGR VALVE
9C PORT EGR VALVE
10 TRANSMISSION CONTROLS
10A 4L60E DIAGNOSTIC TROUBLE CODES
10B 4L80E DIAGNOSTIC TROUBLE CODES
10C MANUAL TRANSMISSION CONTROLS
11 CRANKCASE VENTILATION SYSTEM
12 AIR INTAKE SYSTEM
13 SPECIAL TOOLS
14 ABBREVIATIONS AND GLOSSARY OF TERMS
INDEX ALPHABETICAL INDEX
BLANK
 SECTION 1
GENERAL INFORMATION
CONTENTS
General Description..................................1-2
Driveability and Emission Controls.......... 1-2
Vehicle Emissions Control
Information Label ............................ 1-2
Maintenance Sch e d u le ......................... 1-3
Blocking Drive Wheels ........................ .1-3
Visual/Physical Underhood Inspection......1-3
Basic Knowledge and Tools Required ___1-3
What This Manual Contains ................. .1-3
Section 2: Driveability Sy m p to m s......1-3
Section 3: Control Module Syste m s... 1-3
Section 4: Fuel S y ste m s ................. 1-3
Section 5: Evaporative Emission
(EVAP) Control S y s t e m ................. 1-3
Section 6: Distributor Ignition
(Dl) Sy ste m ..................................1-4
Section 7: Knock Sensor
(KS) S y s t e m ............................... 1-4
Section 9: Exhaust G as Recirculation
(EGR) System ............................ .1-4
Section 10: Transmission C on tro ls___1-4
Section 11: Crankcase
Ventilation S y ste m ........................ .1-4
Section 12: Air Intake S y ste m .......... 1-4
Section 13: Special T o o ls ................1-4
Section 14: Abbreviations and
Glossary of Term s........................ 1-4
Component Locations........................... 1-4
4.3L “C/K” with Manual
Transm ission................................ 1-5
4.3L “C/K” with Automatic
Transmission (4 L 6 0 E ).................... 1-6
4.3L “C/K” with Automatic
Transmission (4 L 8 0 E ).................... 1-7
4.3L “C ” with California
Em ission..................................... 1-8
5.0L/5.7L “C/K” with Manual
Transm ission............................... 1-9
5.0L/5.7L “C/K” with Automatic
Transmission (4 L 6 0 E ).................... 1-10
5.7L “C/K” with Automatic
Transmission (4 L 8 0 E ).................... 1-11
7.4L “C/K” with Manual
Transm ission............................... 1-12
7.4L “C/K” with Automatic
Transmission (4 L 8 0 E )....... ............ 1-13

ALL NEW GENERAL MOTORS VEHICLES ARE CERTIFIED BY THE UNITED STATES
ENVIRONMENTAL PROTECTION AGENCY A S CONFORMING TO THE REQUIREMENTS OF
THE REGULATIONS FOR THE CONTROL OF AIR POLLUTION FROM NEW MOTOR
VEHICLES. THIS CERTIFICATION IS CONTINGENT ON CERTAIN ADJUSTMENTS BEING SET
TO FACTORY STANDARDS. IN MOST CASES, THESE ADJUSTMENT POINTS EITHER HAVE
BEEN PERMANENTLY SEALED AND/OR MADE INACCESSIBLE TO PREVENT
INDISCRIMINATE OR ROUTINE ADJUSTMENT IN THE FIELD. FOR THIS REASON, THE
FACTORY PROCEDURE FOR TEMPORARILY REMOVING PLUGS, CAPS, ETC., FOR
PU RPO SES OF SERVICING THE PRODUCT, MUST BE STRICTLY FOLLOWED AND,
WHEREVER PRACTICABLE, RETURNED TO THE ORIGINAL INTENT OF THE DESIGN.
 GENERAL DESCRIPTION
DRIVEABILITY AND EMISSION CONTROLS
A control module is designed to maintain exhaust
emissions levels at Federal or California emissions standards
while providing good driveability and fuel efficiency. The
functions of the system are based on data gathered by sensors
and switches located throughout the vehicle. The control
module maintains control over fuel delivery, ignition, idle air
flow, the fuel pump and other system components, while
monitoring the system for faulty operation with its diagnostic
capabilities. This diagnostic capability is complemented by the
diagnostic procedures contained in this manual. The control
module language for communicating the source of the
malfunction is a system of diagnostic trouble codes. When it
finds a problem, it lights a Malfunction Indicator Lamp (MIL)
“Service Engine Soon” on the instrument panel and a
Diagnostic Trouble Code (DTC) will be stored in the control
module memory. This does not mean that the engine should be
stopped right away, but that the cause of the light coming “ON”
should be checked as soon as reasonably possible.
AREA OF
CERTIFICATION
Figure 1-1 - Vehicle Emission Control Information Label
It is important to review the system sections and control
module wiring diagrams for a specific engine to determine
what is controlled by the control module and what systems are
non-control module controlled. Abbreviations which are used
in driveability and emissions are listed in “Abbreviations,”
SECTION 14.
VEHICLE EMISSIONS CONTROL
INFORMATION LABEL
The Vehicle Emissions Control Information label contains
important emission specifications and procedures. On the upper
left corner is exhaust emission information. Refer to Figure 1-1
for further break out clarification. Also, there is an illustrated
emission components and a vacuum hose schematic. This label
is located in the engine compartment of every vehicle. If the
label has been removed, a replacement label can be ordered
from General Motors Service Parts Operation (GMSPO). Refer
to the standard Parts Catalog.
9S 6694-6E
MAINTENANCE SCHEDULE
Refer to “Maintenance and Lubrication,” SECTION OB of
the proper Light Duty Truck Service Manual or in the vehicle
glove box for the maintenance service. Proper schedule
maintenance should be performed to retain emission control
performance.
BLOCKING DRIVE WHEELS
The vehicle drive wheels should always be blocked with
parking brake firmly set while checking system.
VISUAL/PHYSICAL UNDERHOOD
INSPECTION
One of the most important checks that must be done as part
of any diagnostic procedure is a careful visual/phvsical
underhood inspection. This can often lead to fixing a problem
without further steps. Inspect all vacuum hoses for correct
routing, pinches, cuts, or disconnects. Be sure to inspect hoses
that are difficult to see beneath the air cleaner, compressor,
generator, etc. Inspect all the wires in the engine compartment
for correct and good connections, burned or chafed spots,
pinched wires, or contact with sharp edges or hot exhaust
manifolds. This visual/physical inspection is very important. It
must be done carefully and thoroughly. Refer to component
locations at end of this section.
BASIC KNOWLEDGE AND TOOLS
REQUIRED
To use this manual most effectively, a general
understanding of basic electrical circuits and circuit testing
tools is required. You must be familiar with wiring diagrams,
the meaning of voltage, ohms, amps, the basic theories of
electricity, and understand what happens in an open or shorted
wire.
To perform system diagnosis, the use of the Tech 1
diagnostic computer or equivalent scan tool is required. A test
light, digital multimeter with 10 megohms impedance, J 39200
or equivalent vacuum gauge, and jumper wires are also
required. You must become acquainted with the tools and their
use before attempting to diagnose a vehicle. Special tools
which are required for system service and the ones described
above are illustrated in “Special Tools,” SECTION 13.
WHAT THIS MANUAL CONTAINS
The Driveability and Emissions has been developed to
describe the function and operation of the control module
control system that controls the driveability and emissions of
the vehicle. Emphasis is placed on the diagnosis and repair of
problems related to the system.
The diagnostic charts and functional checks for each
system are found in “Diagnosis” of each section.
The “Driveability and Emissions” service manual is
divided into 11 sections each dealing with diagnosis and repair.
These sections can be summarized as follows.
SECTION 2: DRIVEABILITY SYMPTOMS
This section assists in the diagnosis of intermittent problems or
problems which don’t result in the storing of Diagnostic Trouble
Codes (DTCs). It is arranged by symptoms of poor driveability and
emissions and lists probable causes of the problems.
SECTION 3: CONTROL MODULE SYSTEM S
This is an electronically controlled exhaust emission
system that uses a control module to control fuel delivery,
ignition timing, air management and exhaust recirculation.
This section deals with the diagnosis and repair of each
control module system with the use of a Tech 1 scan tool.
This section contains:
• Description and details of basic operation.
• On-Board Diagnostic (OBD) system check. This must
be the first step of any diagnostic procedure.
• Functional Checks/Diagnostic charts.
• Diagnostic Trouble Code ('PTC') tree charts with
facing pages containing circuit diagrams, circuit
operation information, and helpful diagnostic aids.
• Wiring diagrams.
• Control Module Connector Terminal End View and
Terminal Definitions.
• On-Vehicle Service.
• Part Names and Group Numbers.
SECTION 4: FUEL SYSTEM S
The control module controls the air/fuel delivery to the
combustion chamber by controlling the fuel flow through the
injectors. The control module also controls idle speed, in-tank
fuel pump, and A/C compressor clutch on some models.
This section describes in detail the fuel system.
This section contains:
• Description and details of operation.
• Diagnosis and repair of the fuel system.
• Idle Air Control (IA Q system check.
• Fuel pressure test procedure.
• On-Vehicle Service.
• Part Names and Group Numbers.
SECTION 5: EVAPORATIVE EMISSION (EVAP)
CONTROL SYSTEM
This system limits fuel vapors from escaping into the
atmosphere by storing the fuel vapors in a vapor canister. When
the engine is able to use the extra fuel vapor, the fuel vapor is
then purged from the carbon element by intake air flow and
returned to the intake manifold for combustion during engine
operation.
This section contains:
• Description and details of operation.
• Diagnosis.
• On-Vehicle Service.
• Part Names and Group Numbers.
SECTION 6: DISTRIBUTOR IGNITION (Dl) SYSTEM
This system is controlled by the control module and
controls ignition timing used on all engines.
This section deals with controlled ignition timing only.
Additional information on the ignition system is found in
SECTION 6 of the Light Duty Truck Service Manual.
This section contains:
• Details of basic operation.
• Diagnosis including system check chart.
• On-Vehicle Service.
• Part Names and Group Numbers.
SECTION 7: KNOCK SEN SO R (KS) SYSTEM
This system uses a knock sensor in conjunction with the
control module to control spark timing to allow the engine to have
maximum spark advance without spark knock. This improves
driveability and fuel economy and is used on all engines.
This section contains:
• Description and details o f-QperatiQn.
• Diagnosis including system check chart.
• On-Vehicle Service.
• Part Names and Group Numbers.
SECTION 8: SECONDARY AIR INJECTION SYSTEM
(AIR)
This system provides additional oxygen to the exhaust
gases to continue the combustion process. Air management is
used only on engine/transmission combinations that require the
system to meet emission standards.
This section contains:
• Description and details of operation.
• Diagnosis including system check chart.
• On-Vehicle Service.
• Part Names and Group Numbers.
SECTION 9: EXHAUST G AS RECIRCULATION (EGR)
SYSTEM
The EGR system uses a valve to feed a small amount of
exhaust gas back into the intake manifold to control formation
of NOx. This system is used on all engines and is controlled by
the control module.
This section contains:
• Description and details of operation.
• Diagnosis including system check chart.
• Qn-Vehicle Service.
• Part Names and Group Numbers.
SECTION 10: TRANSMISSION CONTROLS
The electronic 4L60E/4L80E transmission is controlled by
a Powertrain Control Module (PCM), which controls all
transmission and torque convertor operations.
On manual transmission applications, the control module
operates the shift lamp to indicate the best shift point for
maximum fuel economy.
This section contains:
• Description and details of operation.
• Diagnosis including functional check.
• On-Vehicle Service.
• Part Names and Group Numbers.
SECTION 11: CRAN KCASE VENTILATION SYSTEM
The crankcase ventilation system passes crankcase vapors
into the intake manifold. This system is not controlled by the
control module and is used on all engines.
This section contains:
• Description and details of operation.
• Diagnosis including functional check.
• On-Vehicle Service.
• Part Names and Group Numbers.
SECTION 12: AIR INTAKE SYSTEM
The air intake system supplies cool filtered air to the
engine from outside the engine compartment. On most
applications the air intake system regulates heated air through
the air cleaner to provide uniform inlet air temperature which
provides good driveability under various climatic conditions.
This system is not controlled by the control module.
This section contains:
• Description and details of operation including the Air
Cleaner (ACIA
• Diagnosis including functional check.
• On-Vehicle Service.
• Part Names and Group Numbers.
SECTION 13: SPECIAL TOOLS
This section lists and briefly describes the use of the
special tools required for diagnosis and repair of the fuel and
emission systems.
SECTION 14: ABBREVIATIONS AND GLOSSARY OF
TERMS
This section list the abbreviations and acronyms used in
this manual along with an explanation of each.
COMPONENT LOCATIONS
There are many components used to control fuel and
emissions. Each system is described in a section which includes
general description of the system, diagnosis and on-vehicle
service. Component locations for all series vehicles and all
engines are illustrated in Figures 1-2 through 1-38. The
“Component Location” views show all emission systems that
may be used for the particular vehicle/engine combination. Not
every vehicle requires all the systems or components shown,
but only the ones needed to meet emission standards for the
area of certification.
'C/K' SERIES r p o :LB4 ENGINE CODE:Z 4.3L V6

□ CONTROL MODULE
SYSTEM
O e c m INFORMATION
SENSORS
n (NOT
EMISSION COMPONENTS
ECM CONTROLLED)
C1 Powertrain Control Module (PCM) A Manifold Absolute Pressure (MAP) N1 Crankcase vent valve
C2 Data Link Connector (DLC) sensor N15 Fuel vapor canister
C3 Malfunction Indicator Lamp (MIL) B Heated Oxygen Sensor (H02S)
C5 PCM ha rness g round C Throttle Position (TP) sensor
C6 Fuse block D Engine Coolant Temperature (ECT)
C8 Fuel pump prime terminal sensor
C9 Underhood electrical center E VSS buffer
F Vehicle Speed Sensor (VSS)
J1 Knock Sensor (KS) 1 of 2
J2 Knock Sensor (KS) 2 of 2
□ PCM CONTROLLED
COMPONENTS
1 Fuel injector
2 Idle Air Control (IAC)
4 EGR valve
6 Ignition Control (IC) distributor
6a Remote ignition coil
8 Oil pressure switch
12 Exha ust Gas Recirculation (EGR) Vacuum Solenoid
13 A/C Low Pressure Switch (pressure cycling)
14 A/C High Pressure cut-out switch
6-4-94
7S3300-6E
'C/K' SERIES r p o :LB4 e n g in e c o d e :Z 4.3L V6

□ CO N TRO L M ODULE Q PC M INFORMATION E M IS SIO N C O M PO N EN TS

SY ST EM SEN SO RS (NOT PC M CONTROLLED)

Cl Powertrain Control Module (PCM) A Manifold Absolute Pressure (Map) N1 Crankcase vent valve
C2 Data Lnik Connector (DLC) sensor N15 Fuel vapor canister
C3 Malfunction Indicator Lamp (MIL) B Heated Oxygen Sensor (H02S)
C5 PCM harness ground C Throttle Position (TP) sensor
C6 Fuse block D Engine Coolant Temperature (ECT)
C8 Fuel pump test connector terminal sensor
C9 Underhood electrical center E VSS buffer
F Vehicle Speed Sensor (VSS)
J1 Knock Sensor (KS) 1 of 2
□ PC M CO NTRO LLED J2 Knock Sensor (KS) 2 of 2
C O M P O N EN T S
1 Fuel injector
2 Idle Air Control (IAC)
4 EGR valve
5 Transmission connector
6 Ignition Control (IC) distributor
6a Remote ignition coil
8 Oil pressure switch
12 Exhaust Qas Recirculation (EGR) Vacuum Solenoid
13 A/C Low Pressure Switch (Pressure Cycling)
14 A/C High Pressure Cut-Out Switch
6-2-94
MS 133S4
'C /K ' s e r ie s rpo:LB4 e n g in e c o d e : Z 4.3L V6

□C1
CONTROL MODULE
SYSTEM
Powertrain Control Module (PCM)
O PCM
A
INFORMATION
SENSORS
Manifold Absolute Pressure (MAP)
EMISSION COMPONENTS
(NOT PCM CONTROLLED)
N1 Crankcase vent valve
C2 Data Link Connector (DLC) sensor N15 Fuel vapor canister
C3 Malfunction Indicator Lamp (MIL) Heated Oxygen Sensor (H02S)
C5 PCM harness ground Trottle Position (TP) sensor
C6 Fuse block Engine Coolant Temperature (ECT)
C8 Fuel pump test connector terminal sensor
C9 Underhood Electrical Center VSS buffer
Vehicle Speed Sensor (VSS) (output

□1
PCM CONTROLLED
COMPONENTS
Fuel injector
H
J1
J2
speed sensor
Input speed sensor
Knock Sensor (KS) 1 of 2
Knock Sensor (KS) 2 of 2
2 Idle Air Control (IAC)
4 EQR valve
5 Transmission connector
6 Ignition Control (IC) distributor
6a Remote ignition coil
8 Oil pressure switch
12 Exhaust Gas Recirculation (EGR) electronic vacuum
13 regulator solenoid valve
14 A/C low pressure switch (pressure cycling)
A/C high pressure cutout switch
5-31-94
PS 17605
'C' SERIES r p o :LB 4 ENGINE CODE:Z 4.3L V6

□
Cl
CONTROL MODULE
SYSTEM
Powertrain Control Module (PCM)
o PCM INFORMATION
SENSORS
f "1 EMISSION COMPONENTS
(NOT PCM CONTROLLED)
A Manifold Absolute Pressure (MAP) N1 Crankcase vant valva
C2 Data Link Connector (DLC) sensor N15 Fuel vapor canister
C3 Malfunction Indictor Lamp (MIL) B Heated Oxygen Sensor (H02S)
C5 PCM harness ground c Throttle Position (TP) sensor
C6 Fuse block D Engine Coolant Temperature (ECT)
C8 Fuel pump test connector terminal 8»n»or
C9 Underhood electrical center E VSS Buffer
F Vehicle Speed Sensor (VSS)
J1 Knock Sensor (KS) 1 of 2
□ PCM CONTROLLED J2 Knock Sensor (KS) 2 of 2
COMPONENTS K Canister Purge Solenoid
1 Fuel injector
2 Idle Air Control (IAC)
4 Linear Exhauat Gas Recirculation (EGR)
5 Transmission connector
6 Ignition Control (1C) distributor
6a Remote ignition coil
8 Oil pressure switch
13 A/C low pressure switch (pressure cycling)
14 A/C high pressure cut-out switch

6-8-94
MS 13353
'C/K ' SERIES rp o :L 03 /L 05 engine code: H/K 5.0L/5.7L V8

□ CONTROL MODULE O ECM INFORMATION ; EMISSION COMPONENTS

SYSTEM SENSORS (NOT ECM CONTROLLED)
C1 Engine Control Module (ECM) N1 Crankcase vent valve
A Manifold Absolute Pressure (MAP)
C2 Data Link Connector (DLC) sensor N2 Fuel module (5.7L H.D.only)
C3 Malfunction Indicator (MIL) N15 Fuel vapor canister
B Oxygen Sensor (02S)
C5 ECM harneas ground
C Throttle Position (TP) sensor
C6 Fuse block
C8 D Engine Coolant Temperature (ECT)
Fuel pump test connector terminal sensor
C9 Underhood electrical center
E VSS buffer
F Vehicle Speed Sensor (VSS)
J Knock Sensor (KS)
□ ECM CONTROLLED
COMPONENTS
1 Fuel injector
2 idle Air Control (IAC)
4 EGR valve
6 Ignition Control (IC) distributor
6a Remote ignition coil
7 Knock Sensor (KS) module
8 Oil pressure switch
12 Exhaust Gas Recirculation (EGR) vacuum solenoid
12 Exhaust Gas Recirculation (EGR) electronic vacuum
Regulator Solenoid Valve (5.7L H.D.only)
13 A/C low pressure switch (pressure cycling)
14 A/C high pressure cutout switch

6-6-04
7S 3303
□ CONTROL MODULE O PCM INFORMATION EMISSION COMPONENTS
SYSTEM SENSORS (NOT PCM CONTROLLED)
ci Powertrain Control Module (PCM) A Manifold Absolute Pressure (MAP) N1 Crankcase vent valve
C2 Data Link Connector (DLC) sensor N15 Fuel vapor canister
C3 Malfunction Indicator Lamp (MIL) B Heated Oxygen Sensor (H02S)
C5 PCM harness ground C Throttle Position (TP) sensor
C6 Fuse block D Engine Coolant Temperature (ECT)
C8 Fuel pump test connector terminal sensor
C9 Underhood electrical center E VSS buffer
F Vehicle Speed Sensor (VSS)
J Knock Sensor (KS)

□ PCM CONTROLLED
COMPONENTS
1 Fuel injector
2 Idle Air Control (IAC)
4 EGR valve
5 Transmission connector
6 Ignition Control (1C) distributor
6a Remote ignition coil
8 Oil pressure switch
9 Canister purge solenoid
12 Exhaust Qas Recirculation (EGR) vacuum solenoid
13 A/C low pressure switch (pressure cycling)
14 A/C high pressure cutout switch

6-2-94
MS 13356
'C /K ' s e r ie s rpo:L0 5 e n g in e c o d e : K 5.7L V8

□ CONTROL MODULE O PCM INFORMATION i EMISSION COMPONENTS

SYSTEM SENSORS (NOT PCM CONTROLLED)
C1 Powertrain Control Module (PCM) A Manifold Absolute Pressure (MAP) N1 Crankcase vent valve
C2 Data Link Connector (DLC) sensor N15 Fuel vapor canister
C3 Malfunction Indicator Lamp (MIL) B Oxygen Sensor (02S)
C5 PCM harness ground C Throttle Position (TP) sensor
C6 Fuse block D Engine Coolant Temperature (ECT)
C8 Fuel pump test connector terminal sensor
C9 Underhood Electrical Center E VSS buffer

□ PCM CONTROLLED
COMPONENTS
F

H
Vehicle Speed Sensor (VSS) (output
speed sensor)
Input speed sensor
1 Fuel injector J Knock Sensor (KS)
2 Idle Air Control (IAC)
4 EGR valve
5 Transmission connector
6 Ignition Control (IC) distributor
6a Remote ignition coil
8 Oil pressure switch
12 Exhaust Gas Recirculation (EGR) electronic vacuum
regulator solenoid valve
13 A/C low pressure switch (pressure cycling)
14 A/C high pressure cutout switch

5-31-94
PS 17474
'C/K' s e r ie s rpo:L03/L05 e n g in e c o d e : H/K 5.0L/5.7L V8

□ C O N T RO L M O DULE O ECM INFORMATION _} E M IS SIO N C O M PO N EN T S

SY ST EM SEN SO RS (NOT EC M CONTROLLED)
Cl Engine Control Modulo (ECM) N1 Crankcase vent valve
A Manifold Absolute Pressure (MAP)
C2 Data Link Connoctor (DLC) sensor N2 Fuel module (5.7L H.D.only)
C3 Malfunction Indicator (MIL) B Oxygen Sensor (02S) N15 Fuel vapor canister
C5 ECM harness ground
C Throttle Position (TP) ssnsor
C6 Fuse block
D Engine Coolant Temperature (ECT)
C8 Fuel pump test connector terminal sensor
C9 Underhood electrical center
E VSS buffer
F Vehicle Speed Sensor (VSS)
J Knock Sensor (KS)
□ E C M CO N TRO LLED
CO M PO NENTS
1 Fuel injector
2 Idle Air Control (IAC)
4 EGR valve
6 Ignition Control (1C) distributor
6a Remote ignition coil
7 Knock Sensor (KS) module
8 Oil pressure switch
12 Exhaust Gas Recirculation (EGR) vacuum solenoid
12 Exhaust Gas Recirculation (EGR) electronic vacuum
Regulator Solenoid Valve (5.7L H.D.only)
13 A/C low pressure switch (pressure cycling)
14 A/C high pressure cutout switch

6-6-04
7S 3303
□ CONTROL MODULE
SYSTEM
o PCM INFORMATION
SENSOR
EMISSION COMPONENTS
(NOT PCM CONTROLLED)
Cl Power Control Module (PCM) A Manifold Absolute Pressure (MAP) N1 Crankcase vent valve
Data Link Connector (DLC) sensor
C2 N15 Fuel vapor canister
Malfunction Indicator Lamp (MIL) B Oxygen Sensor (02S)
C3
C Throttle Position (TP) seneor
C5 PCM harness ground
D Engine Coolant Temperature (ECT)
C6 Fuse block sensor
C8 Fuel pump test connector
E VSS buffer
C9 Underhood Electrical Center
F Vehicle Speed Sensor (VSS) (output
speed sensor)
Q Knock Sensor (KS)
H Input speed sensor
r i PCM CONTROLLED
1— COMPONENTS
1 Fuel injector
2 Idle Air Control (IAC)
5 Transmission connector
6a Ignition Control (IC) distributor
8 Remote ignition coil
9 Oil pressure switch
10 Idle Speed Actuator Solenoid
11 Idle Speed Actuator
12 Canieter Purge Solenoid
13 Linear Exhaust Gas Recirculation (EGR) valve
14 A/C Low Pressure Switch (pressure cycling)
A/C High Pressure Cut-out Switch

6-6-94
MS 13359
 EMISSION HOSE ROUTING

DISTR^o^
EGR
VALVE
EGR VAC
REG SOL TBI |
VLV F ^
o o
|__| MAP CAS
SENSOR TT7 FRONT OF
VEHICLE
EVAP CAN
PURGE HOSE
PCV
VALVE
4-20-94
RS 21527

Figure 1-11 - Vacuum Hose Routing Light and Heavy Figure 1-14 - Vacuum Hose Routing Heavy Duty
Duty - 4.3L 5.7L

EMISSION HOSE ROUTING EMISSION HOSE ROUTING

DISTR

VENT TO ACL

TO THROTTLE
ACT

THROTTLE ACT
SOL VLV

EVAP CAN
PURGE SOL EVAP CAN
FRONT OF VLV PURGE HOSE
VALVE
4-21-94 VEHICLE 4-20-94
RS 21525 RS 21536

Figure 1-12 - Vacuum Hose Routing - 5.0L Figure 1-15 - Vacuum Hose Routing - 7.4L

EMISSION HOSE ROUTING A AUXB AUXA

fo 0|
I St. )
NA
AUX A

( j [ § *\

HKIN •COWtK

PUMP
MlAV
( I I 1" " !
VALVE □ □ E D
4-19-94 5-4-94
RS 21526 RS 21462

Fiaure 1-13 - Vacuum Hose Routing Light Duty - 5.7L Figure 1-16 - Underhood Electrical Center 1995 C/K
M Truck (Gasoline)
 Figure 1-19 - Oxygen Sensor (02S) 5.0L, 5.7L
Manual Trans

1 PORT "F"

2 HARNESS ASSEMBLY

3 MAP SENSOR

4 BRACKET
9S 5607-6E
Figure 1-17 - MAP Sensor Typical

Figure 1-18 - Heated Oxygen Sensor (H02S)

Figure 1-20 - Oxygen Sensor (02S) (C/K)
 1 SENSOR
2 SCREW ASSEMBLY

3 SEAL MP 1205-AS 1 ENGINE COOLANT TEMPERATURE SENSOR

PS 16503

Figure 1-21 - Throttle Position (TP) Sensor Figure 1-23 - Engine Coolant Temperature (ECT)
Sensor 7.4L

Figure 1-22 - Engine Coolant Temperature (ECT)

Sensor (TBI) 4.3L, 5.0L, 5.7L
 1 KNOCK SENSOR (1 OF 2)

2 KNOCK SENSOR (2 OF 2)

N S 15494

Figure 1-24 - Knock Sensors (KS) 4.3L

1 HARNESS CONNECTOR
Figure 1-25 - Knock Sensor (KS) 5.0L, 5.7L, 7.4L 2 O-RING SEAL
3 VEHICLE SPEED SENSOR (VSS)
4 BOLT M S 9570-6E

Figure 1-26 - Vehicle Speed Sensor (VSS) 2WD

(M/T)
 (A/T)

Figure 1-29 - Control Module

1 BOLT -TIGHTEN TO 16 N m (12 lb. ft.)
2 TBI UNIT
3 GASKET
4 ENGINE INLET MANIFOLD 78*3547^

Figure 1-33 - TBI 220 Unit Typical

 3 5

1 EGR VALVE

2 VACUUM HARNESS
- EGR SOLENOID (MOUNTED ON TOP SIDE
3 OF BRACKET ON G-SERIES)
4 MANIFOLD VACUUM (PORT-J)

5 BOLT -TIGHTEN TO 2 N-m (18 lb. in.)

6 HARNESS CONNECTOR
6-9-94
7 BRACKET 7S 3460-6E

Figure 1-36 - EGR and Solenoid 5.0L & 5.7L

Figure 1-37 - EGR and (EVRV) Solenoid 5.7L

 CRANKCASE 5 HOSE - ALTITUDE ONLY
VENTILATION VALVE
GROMMET 6 TUBE ASSEMBLY
HOSE 7 AIR CLEANER EXTENTION
5.0L&5.7L
TBI UNIT - PORT "C"
7S 3631-6E

Figure 1-39 - Crankcase Ventilation System 4.3L, 5.0L & 5.7L

Figure 1-40 - Crankcase Ventilation System 7.4L

 1 DISTRIBUTOR

2 IGNITION COIL

P S 16513

Figure 1-41 - EVAP Canister - Typical 5.0L, 5.7L, Figure 1-43 - Distributor and Coil
4.3L, 7.4L

Figure 1-42 - Harness Grounds - Typical

 SECTION 2

DRIVEABILITY SYMPTOMS

CONTENTS

Important Preliminary C h e c k s................................................................................. ..... Page 2-2

Intermittents (1 of 2) ............................................................................................... Page 2-3
Hard Start (1 of 2 ) ............................................................................................ ..... Page 2-5
Surges and/or Chuggles ............................................................................................ Page 2-7
Lack of Power, Sluggish, or Spongy (1 of 2 ) .............................................................. Page 2-8
Detonation/Spark Knock (1 of 2) .......................................................................... ..... Page 2-10
Hesitation, Sag, Stu m b le ............................................................................................ Page 2-12
Cuts Out, M is s e s ...................................................................................................... Page 2-13
Poor Fuel Economy ............................................................................................ ..... Page 2-14
Rough, Unstable or Incorrect Idle, Stalling (1 of 2) ............ ................................... ..... Page 2-15
Excessive Exhaust Emissions or O d o r s ........................................................................ Page 2-17
Dieseling, Run-On ............................................................................................... ..... Page 2-18
Backfire................................................................................................................... Page 2-19
IMPORTANT PRELIMINARY CHECKS

BEFORE USING THIS SECTION

Before using this section you should have performed the “On-Board Diagnostic System Check” and determined
that:
1.
The control module and MIL (Service Engine Soon) are operating correctly.
2.
There are no diagnostic trouble codes stored, or there is a diagnostic code but no MIL (Service Engine
Soon).
• Several of the following symptom procedures call for a careful visual/physical check.
The importance of visual/phvsical checks cannot be over stressed, because they can lead to correcting a problem
without further checks and can save valuable time.

VISUAL/PHYSICAL CHECK
This check should include:
• Control module grounds for being clean, tight, and in their proper location. Refer to SECTION 1.
• Vacuum hoses for splits, kinks and proper connections, as shown on “Vehicle Emission Control
Information” label. Check thoroughly for any type of leak or restriction.
• Air leaks at all mounting areas of the intake manifold sealing surfaces.
• Ignition wires for cracking, hardness, proper routing, or carbon tracking.
• Wiring for proper connections, pinches, and cuts. Refer to SECTION 3A or 3B.
• The following symptom charts contain groups of possible causes for each symptom and cover several
engines. These procedures are not necessarily meant to be done in consecutive order. If
Tech 1 scan tool readings do not indicate the problems, then proceed in a logical order, easiest to check or
most likely cause first. To determine if a particular system or component is used on a specific vehicle, refer
to the “Control Module Wiring Diagrams” for application.

SYMPTOM
Verify the customer complaint, and locate the correct symptom in the table of contents. Check the items
indicated under that symptom.
 INTERMITTENTS

(Page 1 of 2)
Definition: Problem may or may not turn “ON” the
Malfunction Indicator Lamp (MIL) or
store a Diagnostic Trouble Code (DTC).

PRELIMINARY CHECKS
Refer to “Important Preliminary Checks.”
DO NOT use the Diagnostic Trouble Code (DTC) charts in SECTION 3A or 3B for intermittent problems. The
fault must be present to locate the problem. If a fault is intermittent, use of diagnostic trouble code charts may
result in replacement of good parts.

FAULTY ELECTRICAL CONNECTIONS OR WIRING

Most intermittent problems are caused by faulty electrical connections or wiring. Perform careful check of
suspect circuits for:
Poor mating of the connector halves, or terminals, not fully seated in the connector body (backed out).
Improperly formed or damaged terminals. All connector terminals in problem circuit should be carefully
reformed or replaced to insure proper contact tension.
Poor terminal to wire connection. This requires removing the terminal from the connector body to check.
Refer to “On-Vehicle Service” in SECTION 3A or 3B.

ROAD TEST
If a visual/physical check does not locate the cause of the problem, the vehicle can be driven with J 39200
voltmeter connected to a suspected circuit or a Tech 1 scan tool may be used. An abnormal voltage or scan
reading, when the problem occurs, indicates the problem may be in that circuit. If the wiring and connectors
check OK, and a diagnostic trouble code was stored for a circuit having a sensor, except for DTCs 44 and 45,
replace the sensor.
 INTERMITTENTS

(Page 2 of 2)
Definition: Problem may or may not turn “ON” the Malfunction Indicator
Lamp (MIL), or store a Diagnostic Trouble Code (DTC).

INTERMITTENT “MALFUNCTION INDICATOR LAMP (MIL)”

• An intermittent MIL and No Diagnostic Trouble Codes (DTCs), may be caused by:
Electrical system interference caused by a defective relay, control module driven solenoid, or switch. They
can cause a sharp electrical surge. Normally, the problem will occur when the faulty component is
operated.
Improper installation of electrical devices, such as lights, 2-way radios, electric motors, etc.
Ignition Control (IC) wires should be routed away from spark plug wires, ignition system components and
generator. Wire for CKT 453 from control module to ignition system should be a good ground.
Ignition secondary shorted to ground.
CKT 419 Malfunction Indicator Lamp (MIL) or CKT 451 (diagnostic “test” terminal) intermittently
shorted to ground.
Control module grounds. Refer to “Component Locations,” in SECTION 1.

LO SS OF DIAGNOSTIC TROUBLE CODE MEMORY

• To check, disconnect Throttle Position (TP) sensor and idle engine until the “Malfunction Indicator Lamp”
comes “ON.” DTC 22 should be stored, and kept in memory when the ignition is turned “OFF” for at least 10
seconds. If not, the control module is faulty.
 HARD START

(Page 1 of 2)
Definition: Engine cranks OK, but does not start
for a long time. Does eventually run,
or may start but immediately dies.

PRELIMINARY CHECKS
• Refer to “Important Preliminary Checks.”
• Make sure the driver is using the correct starting procedure.

SEN SO RS
• CHECK: Engine Coolant Temperature (ECT) sensor - Using a scan tool, compare engine coolant temperature
with ambient temperature on a cold engine.
If coolant temperature reading is 5 degrees greater than or less than ambient air temperature on a
cold engine, check for high resistance in coolant sensor circuit or sensor itself. Refer to
“DTC 15” in SECTION 3A or 3B and compare resistance values.
• CHECK: Throttle Position (TP) sensor - If a sticking throttle shaft or binding linkage causes a high TP sensor
voltage (open throttle indication), the control module will not control idle. Monitoring TP sensor
voltage. Scan tool and/or voltmeter should display less than .85 volt with throttle closed. Refer to
SECTION 4A.

FUEL SYSTEM
• CHECK: Fuel pump relay operation. Fuel pump should operate for 20 seconds on vehicles with a fuel module
and for 2 seconds on all other vehicles when ignition is turned “ON.” Refer to “CHART A-5” in
SECTION 3A or 3B.
• CHECK: Fuel pressure. Refer to “CHART A-6” in SECTION 3A or 3B.
• CHECK: For water contaminated fuel.
• CHECK: Fuel pump relay - Connect test light between fuel pump “test” terminal and ground. Test light should be
“ON” for 2 seconds following ignition “ON.” If not, refer to “CHART A-5” in SECTION 3A or 3B.
 HARD START

(Page 2 of 2)
Definition: Engine cranks OK, but does not start for
a long time. Does eventually operate, or
may start but immediately stalls.

IGNITION SYSTEM
• CHECK: Ignition system for:
Proper ignition voltage output with spark tester J 26792 or equivalent (ST 125).
Spark plugs; wet plugs, cracks, wear, improper gap, burned electrodes or heavy deposits.
Bare and shorted wires.
Moisture in distributor cap.
Worn distributor shaft.
Pickup coil resistance and connections.
Loose ignition coil connections.
• CHECK: CKT 423 (ignition control) for short to ground. Refer to SECTION 6A.

ADDITIONAL CHECKS
• CHECK: IAC operation - refer to “DTC 35” in SECTION 3A or 3B, and “Diagnosis” in SECTION 4A.
• CHECK: EGR operation - refer to SECTION 9A, 9B or 9C.
• CHECK: Service Bulletins for PROM updates.
 SURGES AND/OR CHUGGLES
Definition: Engine power variation, under steady
throttle or cruise. Feels like the vehicle
speeds up and slows down, with no
change in the accelerator pedal.

PRELIMINARY CHECKS
• Refer to “Important Preliminary Checks.”
• Be sure driver understands Torque Converter Clutch (TCC) and A/C compressor operation in owner’s manual.
• Use a scan tool to make sure reading of VSS matches vehicle speedometer except vehicles with electronic
transmissions where some variation between VSS and speedometer is normal. Refer to “DTC 16 Diagnostic
Aids” in SECTION 3A.

SEN SO RS
• CHECK: Oxygen Sensor (0 2 S ) for silicon contamination from fuel, or use of improper sealant (never use any
sealant on waterproof connectors). The sensor may have a white, powdery coating and result in a
high but false signal voltage (rich exhaust indication). The control module will then reduce the
amount of fuel delivered to the engine, causing a severe driveability problem.

FUEL SYSTEM
• CHECK: To determine if the condition is caused by a rich or lean system, the vehicle should be driven at the
speed of the complaint. Monitoring fuel trim will help identify a problem.
Lean - Long term fuel trim greater than 150. Refer to “DTC 44 Diagnostic Aids” in SECTION 3A
or 3B.
Rich - Long term fuel trim less than 115. Refer to “DTC 45 Diagnostic Aids” in SECTION 3A or 3B.
• CHECK: Fuel pressure while condition exists, refer to “CHART A-6” in SECTION 3A or 3B.

IGNITION SYSTEM
• CHECK: For proper ignition voltage output voltage using spark tester J 26792 or equivalent (ST 125).
• CHECK: Spark plugs. Remove spark plugs, check for wet plugs, cracks, wear, improper gap, burned
electrodes, or heavy deposits. Repair or replace as necessary.
• CHECK: Ignition timing. Refer to SECTION 6A.

ADDITIONAL CHECKS
• CHECK: Control module grounds for being clean, tight, and in their proper locations.
• CHECK: Generator output voltage. Repair if less than 9 or more than 16 volts.
• CHECK: Vacuum lines for kinks or leaks.
• CHECK: For intermittent EGR. Refer to SECTION 9A, 9B or 9C
• CHECK: TCC operation. Refer to SECTION 10A or 10B.
LACK OF POWER, SLUGGISH, OR SPONGY

(Page 1 of 2)
Definition: Engine delivers less than expected power. Little or no
increase in speed, when accelerator pedal is partially applied.

PRELIMINARY CHECKS
• Refer to “Important Preliminary Checks.”
• Compare customer’s vehicle with a similar unit. Make sure the customer has an actual problem.
• Remove air filter and check for dirt, or for being plugged, replace as necessary.
• Transmission shift pattern and down shift operation.
If there is spray from only one injector on the TBI unit, then, there may be a malfunction in the injector
assembly, or in the signal to the injector assembly. The malfunction can be isolated, by switching the injector
connectors. If the problem remains with the original injector, after switching the connector, the injector is
defective. Replace the injector. If the problem moves with the injector connector, the problem is an improper
signal in the injector circuits. Refer to “CHART A-3” in SECTION 3A or 3B.

FUEL SYSTEM
• CHECK: For contaminated fuel.
• CHECK: For restricted fuel filter, contaminated fuel or improper fuel pressure. Refer to “CHART A-6” in
SECTION 3A or 3B.

IGNITION SYSTEM
• CHECK: Proper ignition voltage output with spark tester J 26792 or equivalent (ST 125).
• CHECK: Ignition timing and proper operation of ignition control. Refer to SECTION 6A.

EXHAUST SYSTEM
• CHECK: Exhaust system for possible restriction: Refer to SECTION 3A, 3B or SECTION 6F of the
appropriate service manual.
Inspect exhaust system for damaged or collapsed pipes. Inspect muffler for heat distress or possible
internal failure.
1. With engine at normal operating temperature, connect a vacuum gage to any convenient vacuum
port on intake manifold.
2. Operate engine at 1000 RPM and record vacuum reading.
3. Increase RPM slowly to 2500 RPM. Note vacuum reading at a steady 2500 RPM.
4. If vacuum at 2500 RPM decreases more than 10 kPa (3" Hg) from reading at 1000 RPM, the
exhaust system should be inspected for restrictions.
5. Disconnect exhaust pipe from engine and repeat Steps 3 and 4. If vacuum still drops more than
10 kPa (3" Hg) with exhaust disconnected, check for exhaust manifold restriction and valve
timing.
 LACK OF POWER, SLUGGISH, OR SPONGY

(Page 2 of 2)
Definition: Engine delivers less than expected power. Little or no
increase in speed, when accelerator pedal is pushed down
part way.

ADDITIONAL CHECKS
• CHECK: Control module grounds for being clean, tight, and in their proper location. Refer to “Component
Locations” in SECTION 1.
• CHECK: EGR operation for being open or partly open all the time. Refer to SECTION 9A, 9B or 9C.
• CHECK: Torque Converter Clutch (TCC) operation. Refer to SECTION 10.
• CHECK: A/C operation. Refer to “A/C Chart” in SECTION 3A or 3B.
• CHECK: Generator output voltage. Repair if less than 9 or more than 16 volts.

ENGINE MECHANICAL
• CHECK: Engine compression, valve timing, and for proper or worn camshaft. Refer to SECTION 6A of the
appropriate service manual.
 DETONATION/SPARK KNOCK

(Page 1 of 2)
Definition: A mild to severe ping, usually worse under
acceleration. The engine makes sharp metallic
knocks that change with throttle opening.

PRELIMINARY CHECKS
• Refer to “Important Preliminary Checks.”
• Make sure the customer has an actual problem.
• If there is spray from only one injector on the TBI unit, there may be a malfunction in the injector assembly, or
in the signal to the injector assembly. The malfunction can be isolated, by switching the injector connectors. If
the problem remains with the original injector, after switching the connector, the injector is defective. Replace
the injector. If the problem moves with the injector connector, the problem is an improper signal in the injector
circuits. Refer to “CHART A-3” in SECTION 3A or 3B.
• Trans Range (TR) pressure switch assembly operation. Refer to SECTION 10A or 10B.

COOLING SYSTEM
• CHECK: For obvious over heating problems. Refer to SECTION 6B1 of appropriate service manual.
• CHECK: Low engine coolant.
• CHECK: Loose water pump belt
• CHECK: Restricted air flow to radiator, or restricted coolant flow.
• CHECK: Faulty or incorrect thermostat.
• CHECK: Correct coolant solution.

SENSOR
• CHECK: Engine Coolant Temperature (ECT) sensor, which has shifted in value. Refer to “DTC 15 Diagnostic
Aids” in SECTION 3A or 3B.

FUEL SYSTEM
• CHECK: To determine if the condition is caused by a lean system, the vehicle should be driven at the speed of
the complaint. Monitoring fuel trim will help identify the problem.
Lean - Long term fuel trim greater than 150. Refer to “DTC 44 Diagnostic Aids” in SECTION 3 A
or 3B.
• CHECK: Fuel pressure. Refer to “CHART A-6” in SECTION 3A or 3B.
• CHECK: For poor fuel quality and proper octane rating.
• If scan tool readings are normal and there are no engine mechanical faults, fill fuel tank with a premium
gasoline that has a minimum octane rating of 92 and re-evaluate vehicle performance.
 DETONATION/SPARK KNOCK

(Page 2 of 2)
Definition: A mild to severe ping, usually worse under
acceleration. The engine makes sharp metallic
knocks that change with throttle opening.

IGNITION SYSTEM
• CHECK: Spark plugs for proper heat range and gap.
• CHECK: Knock Sensor (KS) system operation. Refer to SECTION 7.
• CHECK: Ignition timing. Refer to SECTION 6A.

ENGINE MECHANICAL
CHECK: For carbon buildup. Remove carbon with top engine cleaner. Follow instructions on can.
CHECK: For incorrect basic engine parts such as cam, heads, pistons, etc.

ADDITIONAL CHECKS
CHECK: Proper operation of EGR valve.
CHECK: Proper operation of air intake system. Refer to SECTION 12.
CHECK: For proper transmission shift points. Refer to SECTION 10A or 10B.
CHECK: Torque Converter Clutch (TCC) operation. Refer to SECTION 10A or 10B.
CHECK: Service Bulletins for PROM updates.
 HESITATION, SAG, STUMBLE
Definition: Momentary lack of response as the accelerator is
pushed down. Can occur at any vehicle speed.
Usually most severe when first trying to make the
vehicle move, as from a stop sign. May cause the
engine to stall if severe enough.

PRELIMINARY CHECKS
• Refer to “Important Preliminary Checks.”

FUEL SYSTEM
• CHECK: Fuel pressure. Refer to SECTION 3A or 3B and SECTION 4A.
• CHECK: Throttle Position (TP) sensor - Check TP sensor for binding or sticking. Voltage should increase at a
steady rate as throttle is moved toward Wide Open Throttle (WOT).
• CHECK: MAP sensor response and accuracy. Refer to “Manifold Absolute Pressure (MAP) Output Check” in
SECTION 3A or 3B.
• CHECK: Water/contaminated fuel. Refer to SECTION 4A.
• CHECK: Canister purge system for proper operation. Refer to SECTION 5.

IGNITION SYSTEM
• CHECK: Spark plug wires for being faulty.
• CHECK: Spark plugs for being fouled.
• CHECK: Open ignition system ground CKT 453 or ignition timing. Refer to SECTION 6A.

ADDITIONAL CHECKS
• CHECK: Service Bulletins for PROM updates.
• CHECK: Generator output voltage. Repair if less than 9 or more than 16 volts.
• CHECK: EGR valve operation. Refer to SECTION 9A, 9B or 9C.
 CUTS OUT, M ISSES
Definition: Steady pulsation or jerking that follows engine speed,
usually more pronounced as engine load increases. The
exhaust has a steady spitting sound at idle or low speed.

PRELIMINARY CHECKS
• Refer to “Important Preliminary Checks.”
• If there is spray from only one injector on a TBI system, then, there may be a malfunctioning injector assembly,
or in the signal to the injector assembly. The malfunction can be isolated, by switching the injector connectors.
If the problem remains with the original injector, after switching the connector, the injector is defective.
Replace the injector. If the problem moves with the injector connector, the problem is an improper signal in the
injector circuits. Refer to “CHART A-3” in SECTION 3A or 3B.

IGNITION SYSTEM
• CHECK: For cylinder miss by:
1. Start engine, allow engine to stabilize then disconnect IAC motor. Remove one spark plug wire
at a time, using insulated pliers.

NOTICE: Do not perform this test for more than 2 minutes, as this may cause damage to the catalytic
converter.

2.
If there is a RPM drop, on all cylinders, (equal to within 50 RPM), go to “Rough, Unstable Or
Incorrect Idle, Stalling” symptom. Reconnect IAC motor with ignition “OFF.”
3. If there is no RPM drop on one or more cylinders, or excessive variation in drop, check for spark,
on the suspected cylinder(s) with J 26792 (ST 125) Spark Tester or equivalent.
4. If no spark, refer to SECTION 6A.
5. If there is spark, remove spark plug(s) in these cylinders and check for:
Insulation cracks.
Wear.
Improper gap.
Burned electrodes.
Heavy deposits.
• CHECK: Spark plug wire resistance (should not exceed 30,000 ohms), also, check rotor and distributor cap.
• CHECK: If the previous checks did not find the problem:
- Visually inspect ignition system for moisture, dust, cracks, burns, etc. With engine running,
spray plug wires with fine water mist to check for shorts.

FUEL SYSTEM
• CHECK: Fuel pressure. Refer to “CHART A-6” in SECTION 3A, 3B or SECTION 4A.
• CHECK: For contaminated fuel or restricted fuel filter.

ENGINE MECHANICAL
• CHECK: For proper valve timing, low compression, bent pushrods, worn rocker arms, broken or weak valve
springs, worn camshaft lobes. Refer to SECTION 6A of appropriate service manual.
• CHECK: Intake and exhaust manifold passages for casting flash.
 POOR FUEL ECONOMY
Definition: Fuel economy, as measured by an actual
road test, is noticeably lower than expected.
Also, economy is noticeably lower than it
was on this vehicle at one time, as
previously shown by an actual road test.

PRELIMINARY CHECKS
• Refer to “Important Preliminary Checks.”
• Check air cleaner element (filter) for dirt or being plugged and operation of thermostatic air cleaner.
• Visually (physically) check: Vacuum hoses for splits, kinks, and proper connections as shown on “Vehicle
Emission Control Information” label.
• Perform “On-Board Diagnostic System Check.”
• Check owner’s driving habits.
Is A1C “ON” full time (Defroster mode “ON”)?
Are tires at correct pressure?
Are excessively heavy loads being carried?
Is acceleration too much, too often?
• Suggest owner fill fuel tank and recheck fuel economy.
• Suggest driver read “Important Facts on Fuel Economy” in Owner’s Manual.

FUEL SYSTEM
• CHECK: Fuel type, quality and alcohol content.
• CHECK: Fuel pressure. Refer to “CHART A-6” in SECTION 3A or 3B.

IGNITION SYSTEM
• CHECK: Spark plugs. Remove spark plugs, check for wet plugs, cracks, wear, improper gap, burned
electrodes, or heavy deposits. Repair or replace as necessary.
• CHECK: Ignition wires for cracking, hardness, and proper connections.
• CHECK: KS system operation. Refer to SECTION 7.
• CHECK: Ignition timing. Refer to SECTION 6A.

COOLING SYSTEM
• CHECK: Engine coolant level.
• CHECK: Engine thermostat for faulty part (always open) or for wrong heat range. Refer to SECTION 6B1 of
appropriate service manual.

ADDITIONAL CHECKS
CHECK: Transmission shift pattern.
CHECK: TCC operation - Refer to SECTION 10A or 10B. A scan tool should indicate a RPM drop when the
TCC is commanded “ON.”
CHECK: For proper calibration of speedometer.
CHECK: For dragging brakes. Refer to SECTION 5 of the appropriate service manual.
 ROUGH, UNSTABLE OR INCORRECT IDLE, STALLING
(Page 1 of 2)
Definition: The engine runs unevenly at idle. Ifbad enough, the vehicle may shake. Also,
the idle may vary in RPM (called “hunting”). Either condition may be severe
enough to cause stalling. Engine idles at incorrect speed.

PRELIMINARY CHECKS
• Refer to “Important Preliminary Checks.”

SEN SO RS
• CHECK: Oxygen Sensor (0 2 S ) - Inspect sensor for silicon contamination from fuel, or use of improper sealant
(never use sealant on any waterproof connectors). The sensor will have a white, powdery coating,
and will result in a high but false signal voltage (rich exhaust indication). The control module will
then reduce the amount of fuel delivered to the engine, causing a severe driveability problem.
• CHECK: Throttle Position (TP) sensor - If a sticking throttle shaft or binding linkage causes a high TP sensor
voltage open throttle indication, the control module will not control idle. Monitor TP sensor voltage. A
scan tool and/or voltmeter should read less than .85 volt with throttle closed. Refer to SECTION 4A.
• CHECK: Engine Coolant Temperature (ECT) sensor - Using a scan tool, compare engine coolant temperature
with ambient temperature on a cold engine.
If engine coolant temperature reads 5 degrees greater than or less than ambient air temperature.
Check for high resistance in coolant sensor circuit or sensor itself. Refer to “DTC 15 Diagnostic
Aids” in SECTION 3A or 3B.
• CHECK: MAP sensor response and accuracy - Refer to “Manifold Absolute Pressure (MAP) Output Check” in
SECTION 3A or 3B.

FUEL SYSTEM
• CHECK: To determine if the condition is caused by a rich or lean system, the vehicle should be driven at the
speed of the complaint. Monitoring fuel trim will help identify problem.
Lean - Long term fuel trim greater than 150. Refer to “DTC 44 Diagnostic Aids” in SECTION 3 A
or 3B.
Rich - Long term fuel trim less than 115. Refer to “DTC 45 Diagnostic Aids” in SECTION 3 A or 3B.
• CHECK: Evaporative emission control system. Refer to SECTION 5.
• CHECK: Perform a cylinder compression check. Refer to SECTION 6A of appropriate service manual.
• CHECK: For injector(s) leaking. Check fuel pressure. Refer to “CHART A-6” in SECTION 3A, 3B or
SECTION 4A.
• CHECK: Idle speed actuator operation SECTION 4A (7.4L only).

IGNITION SYSTEM
• CHECK: Ignition system and ignition timing. Refer to SECTION 6A.
ROUGH, UNSTABLE OR INCORRECT IDLE, STALLING

(Page 2 of 2)
Definition: The engine runs unevenly at idle. If bad enough, the vehicle may shake. Also,
the idle may vary in RPM (called “hunting”). Either condition may be severe
enough to cause stalling. Engine idles at incorrect speed.

ADDITIONAL CHECKS
• CHECK: Vacuum leaks can cause higher than normal idle and low IAC counts.
• CHECK: IAC operation - refer to “DTC 35” in SECTION 3A or 3B, and “Diagnosis” in SECTION 4A.
• CHECK: Control module grounds for clean, tight, and proper routing. Refer to “Component Locations” in
SECTION 1.
• CHECK: Trans Range (TR) pressure switch assembly operation. Refer to SECTION 10.
• CHECK: Use scan tool to determine if control module is receiving A/C signal. Whenever A/C is selected refer
to SECTION 3A or 3B. If problem exists with A1C “ON,” check A/C system operation. Refer to
SECTION IB.
• CHECK: EGR “ON,” while idling, will cause roughness, stalling and hard starting. Refer to SECTION 9.
• CHECK: Battery cables and ground straps should be clean and secure. Erratic voltage will cause IAC to change
its position, resulting in poor idle quality.
• CHECK: IAC valve will not move if system voltage is below 9 or greater than 16 volts.
• CHECK: A/C refrigerant pressure too high or faulty high pressure switch.
• CHECK: Crankcase ventilation valve for proper operation by placing finger over inlet hole in valve end several
times. Valve should snap back. If not, replace valve. Refer to SECTION 11.

ENGINE MECHANICAL
• CHECK: For broken motor mounts or low compression. Refer to SECTION 6A of appropriate service manual.
 EXCESSIVE EXHAUST EM ISSIONS OR ODORS
Definition: Vehicle fails an emission test. Vehicle has excessive “rotten egg”
smell. Excessive odors do not necessarily indicate excessive
emissions.

PRELIMINARY CHECKS
• Refer to “Important Preliminary Checks.”
• Perform “On-Board Diagnostic System Check.”
• Make sure engine is at normal operating temperature.
• If EMISSION TEST shows excessive CO and HC check items which cause vehicle to run RICH. Long term
fuel trim memory less than 115 refer to “DTC 45 Diagnostic Aids” in SECTION 3A or 3B.
• If EMISSION TEST shows excessive NOx check items which cause engine to operate LEAN or too hot.

SEN SO RS
• CHECK: If the scan tool indicates a very high coolant temperature and the system is running LEAN: check the
cooling system and cooling fan for proper operation. Refer to SECTION 6B1 of the appropriate
service manual.

FUEL SYSTEM
• CHECK: If the system is running rich, (long term fuel trim less than 115), refer to “DTC 45 Diagnostic Aids” or
if the system is running lean, (long term fuel trim greater than 150), refer to “DTC 44 Diagnostic
Aids” in SECTION 3A or 3B.
• CHECK: For properly installed fuel cap.
• CHECK: Fuel pressure. Refer to “CHART A-6” in SECTION 3A, 3B or SECTION 4A.
• CHECK: If test shows excessive NOx, check items which cause engine to operate LEAN or too hot.
• CHECK: Canister for fuel loading. Refer to SECTION 5.

IGNITION SYSTEM
• CHECK: Ignition system, incorrect timing, or excessive advance. Refer to SECTION 6A.
• CHECK: Spark plugs, plug wires, and ignition components. Refer to SECTION 6D of appropriate service
manual.

ADDITIONAL CHECKS
• CHECK: For vacuum leaks.
• CHECK: For lead contamination of catalytic converter (look for the removal of fuel filler neck restrictor).
• CHECK: Carbon buildup. Remove carbon with top engine cleaner. Follow instructions on can.
• CHECK: EGR valve for not opening. Refer to SECTION 9A, 9B or 9C.
• CHECK: Crankcase ventilation valve for being plugged, stuck, or blocked PCV hose. Refer to SECTION 11.
 DIESELING, RUN-ON
Definition: Engine continues to run after key is turned
“OFF,” but runs very roughly. If engine
runs smoothly, check ignition switch and
adjustment.

PRELIMINARY CHECKS
• Refer to “Important Preliminary Checks.”

FUEL SYSTEM
• CHECK: Evaporative system and fuel tank venting.
• CHECK: Fuel injector(s) for leakage. For TBI injector diagnosis, refer to “CHART A-3 TBI,” SECTION 3A
or 3B.
• CHECK: Idle speed control actuator operation. Refer to SECTION 4A (7.4L only).
 BACKFIRE
Definition: Fuel ignites in intake manifold, or in exhaust
system, making a loud popping noise.

PRELIMINARY CHECKS
• Refer to “Important Preliminary Checks.”

IGNITION SYSTEM
CHECK: Proper ignition coil output voltage with spark tester J 26792 or equivalent (ST 125).
CHECK: Spark plugs. Remove spark plugs, check for wet plugs, cracks, wear, improper gap, burned
electrodes, or heavy deposits. Repair or replace as necessary.
CHECK: Ignition system and ignition timing. Refer to SECTION 6A.
CHECK: For crossfire between spark plugs (distributor cap, spark plug wires, and proper routing of plug
wires). Refer to SECTION 6D of appropriate service manual.

ENGINE MECHANICAL
• CHECK: Compression, valve timing, manifold gaskets, sticking or leaking valves. Refer to SECTION 6A.
• CHECK: EGR operation for being open all the time. Refer to SECTION 9A, 9B or 9C.
• CHECK: Intake and exhaust system for casting flash or other restrictions.
BLANK
 SECTION 3
CONTROL MODULE SYSTEMS
CONTENTS
General Description.................................3-1
Control Module Application.................... 3-2
What Section 3A and 3B Contains ___3-2
Electrostatic Discharge D a m a g e .............3-2
Control Module Function.......................3-4
Data Link Connector ( D L C ) .................. 3-4
Diagnostic Information ..........................3-4
Malfunction Indicator Lamp (MIL)
“Service Engine Soon” ..................... 3-4
Intermittent Malfunction Indicator Lamp
(MIL) “Service Engine Soon” .......... 3-5
Short Term Fuel Trim (Integrator)....... 3-5
Long Term Fuel Trim (Block Learn)___3-5
Speed Density System ........................ 3-5
Speed ........................................... 3-6
D ensity........................................... 3-6
Reading Diagnostic Trouble C o d e s......3-6
Clearing Diagnostic Trouble C o d e s ......3-6
Diagnostic M o d e .............................. 3-7
Field Service M o d e ..........................3-7
Control Module Learning Ability.......... 3-7
On-Board Diagnostic (OBD)
System C h e c k .................................3-7
Data Link Connector Scan T o o ls ........... 3-7
Control Module Information Modes ........ 3-8
Road Test (Open) Mode ....... ........... 3-8
Diagnostic M o d e ..................... ........ 3-8
Back-Up Fu el.................................. 3-8
Scan Tool Use with Intermittents........... 3-8
Tools Needed to Service the Sy ste m ......3-8
Input Information....................... . 3-8
Engine Coolant Temperature
(ECT) S e n s o r .............................. 3-8
Manifold Absolute Pressure
(MAP) S e n so r.............................. 3-9
Heated Oxygen Sensor (H 02S) and
Oxygen Sensor ( 0 2 S ) ...................3-9
Throttle Position (TP) S e n s o r ............. 3-11
Vehicle Speed Sensor ( V S S ) ............. 3-11
Knock Sensor (KS) ..........................3-11
Distributor Reference S i g n a l .............. 3-11
A/C Signal ..................................... 3-11
Wiring Harness R e p a ir.............................3-12
Wire H a rn e ss..................................... 3-12
Connectors and Terminals ................. 3-12
M icro-Pack..................................... 3-13
Metri-Pack.......................................3-13
Weather-Pack.................................. 3-13
Compact T h re e ............................... 3-14

NOTICE: Before attempting any welding on the vehicle, disconnect the negative battery lead and the control module
connectors. This action will prevent damage to the control module itself, and to its system components, as well.

GENERAL DESCRIPTION
The Engine Control Module (ECM) and the Powertrain • Fuel control.
Control Module (PCM) will both be commonly referred to as a • Ignition Control (IC).
control module. The control module is designed to maintain • Knock Sensor (KS) system.
exhaust emission levels to Federal or California standards, • Exhaust gas recirculation.
while providing good driveability and fuel efficiency. It is • Automatic transmission shift functions. (Specific
important to review the component sections and wiring transmission control diagnostics are covered in
diagrams to determine which systems are controlled by each SECTION 10.)
specific control module. The control module monitors
numerous engine and vehicle functions (Figure 3-1) and
controls the following operations:
CONTROL MODULE APPLICATION • Diagnostic Trouble Codes.
Figure 3-1 • Wiring Diagrams.
• PCM Terminal End View and Terminal Definitions.
The 93 PCM6 is the Powertrain Control Module (PCM) • On-Vehicle Service.
used in the C/K Truck. It controls engine as well as • Parts Information.
transmission functions.
What Section 3B Contains
SECTION 3A Control Module System.
• 4.3L (VIN Z) C/K Truck Auto/Man. SECTION 3B Control Module System (ECM/GMCM).
• 5.0L (VIN H) C/K Truck Auto. • General Description.
• 5.7L (VIN K) C/K Truck Auto. • Diagnosis.
• 7.4L (VIN N) C/K Truck Auto. • On-Board Diagnostic System Check.
• Diagnostic Charts.
The GMCM is the Engine Control Module (ECM) used in • ECM Quad-Driver Check.
the C/K Truck. It controls engine functions and shift 1 amp for • Diagnostic Trouble Codes.
most manual transmission applications. • Wiring Diagrams.
Section 3B Control Module System. • ECM Terminal End View and Terminal Definitions.
• 5.0L (VIN H) Truck Manual. • On-Vehicle Service.
• 5.7L (VIN K) Truck Manual. • Parts Information.

What Section 3A Contains ELECTROSTATIC DISCHARGE DAMAGE

SECTION 3A Control Module System (PCM). Electronic components used in control systems are often
• General Description. designed to carry very low voltage, and are very susceptible to
• Diagnosis. damage caused by electrostatic discharge. It is possible for less
• On-Board Diagnostic System Check. than 100 volts of static electricity to cause damage to some
• Diagnostic Charts. electronic components.

OPERATING CONDITIONS SEN SED SYSTEM S CONTROLLED

• A/C Air Management

• Engine Coolant Temperature (ECT) Sensor Exhaust Gas Recirculation (EGR)
• Engine Crank Signal Ignition Control (1C)
• Oxygen Sensor (02S) Fuel Control
• Distributor Reference - Idle Air Control (IAC)
- Engine Speed (RPM) - Electric Fuel Pump
• Manifold Absolute Pressure (MAP) Sensor - Fuel Injector

• System Voltage Diagnostics

CONTROL - Malfunction Indicator Lamp (MIL)
• Throttle Position (TP) Sensor MODULE
- Data Link Connector (DLC)
• Fuel Pump Voltage
- Data Output
• Exhaust Gas Recirculation (EGR)
Knock Sensor (KS) System
• Knock Sensor (KS)
Electronic Transmission Functions
• Brake System
• Transmission Functions

4-6-93
*AII systems not used on all engines. PS 17097

Figure 3-1 - Control Module System

CONTROL MODULE SYSTEMS

4-5-93
PS 17374

Figure 3-2 - Block Diagram

By comparison, it takes as much as 4,000 volts for a person to
even feel the zap of a static discharge.
There are several ways for a person to become statically
charged. The most common methods of charging are by
friction and by induction. An example of charging by friction is
a person sliding across a car seat by which a charge of as much
as 25,000 volts can build up. Charging by induction occurs
when a person with well insulated shoes stands near a highly
charged object and momentarily touches ground. Charges of
the same polarity are drained off, leaving the person highly
charged with the opposite polarity. Static charges of either type
can cause damage, therefore, it is important to use care when
handling and testing electronic components.
NOTICE: To prevent possible Electrostatic Discharge
damage:
• Do Not touch the control module connector pins or
soldered components on the control module circuit board.
• When handling a PROM (MEM-CAL) Do Not touch
the component leads, and Do Not remove integrated circuit
from carrier.
• Be sure to follow the guidelines listed below if
servicing any of these electronic components.
1. Do not open the replacement part package until it is
time to install the part.
2. Avoid touching electrical terminals of the part.
3. Before removing the part from its package, ground the
package to a known good ground on the vehicle.
4. Always touch a known good ground before handling
the part. This step should be repeated before installing the
part if the part has been handled while sliding across the
seat, while sitting down from a standing position, or while
walking a distance.
CONTROL MODULE FUNCTION
The control module supplies a buffered 5 or 12 volts of
power to various sensors or switches. This is done through
resistance in the control module which is so high in value that a
test light will not light when connected to the circuit. In some
cases, even an ordinary shop voltmeter will not give an accurate
reading because its resistance is too low. Therefore, the use of a
10 megohm input impedance digital voltmeter J 39200 is
necessary to assure accurate voltage readings.
The input/output devices in the control module include
analog to digital converters, signal buffers, counters, and
special drivers. The control module controls output circuits
such as the injectors, EGR A/C clutch relay, etc. by controlling
the ground circuit through transistors or a device called a
Quad-Driver Module (QDM) in the control module.
DATA LINK CONNECTOR (DLC)
Figure 3-3
The twelve terminal Data Link Connector (DLC) is wired
to the control module and is located under the left side of the
instrument panel. This connector has terminals that diagnose
the system by means of a jumper wire or a Tech 1 scan tool.
DIAGNOSTIC INFORMATION
The diagnostic trouble code charts and functional checks
in SECTION 3A and 3B are designed to locate a faulty circuit
or component through logic based on the process of
elimination. The charts are prepared with the requirement that
the vehicle functioned correctly at the time of assembly or
without multiple failures.
The control module performs a continual self-diagnosis on
certain control functions. This diagnostic capability is
complemented by the diagnostic procedures contained in this
manual. The control module’s ability for displaying the source
of a malfunction in the system is called Diagnostic Trouble
Codes [DTC(s)]. The Diagnostic Trouble Codes [DTC(s)] are
two digit numbers that can range from 12 to 82. When a
malfunction is detected by the control module, a Diagnostic
Trouble Code (DTC) will set, and the Malfunction Indicator
Lamp (MIL) “Service Engine Soon” is illuminated.
MALFUNCTION INDICATOR LAMP (MIL)
“SERVICE ENGINE SOON”
The Malfunction Indicator Lamp (MIL) “Service Engine
Soon” is in the instrument panel and has the following
functions:
• It informs the driver that a fault has occurred, and the
vehicle should be taken for service as soon as
reasonably possible.
• It displays DTC stored by the control module, helping
the technician diagnose system faults.
• It indicates “Open Loop” or “Closed Loop” operation.
As a bulb and system check, the lamp will come “ON”
with the ignition “ON” and the engine not operating. When the
engine is started, the lamp will go “OFF.” If the light remains
“ON,” the self-diagnostic system has detected a problem. If the
fault goes away, the light will go out in most cases after 10
seconds, but a DTC will remain stored in the control module
memory.
When the lamp remains “ON” while the engine is
operating, or when a malfunction is suspected due to a
driveability or emissions problem, the “On-Board Diagnostic
System Check” must be performed. The procedures for
these checks are given in SECTION 3A and 3B.
These checks can expose malfunctions which may not be
detected if other diagnostics are performed prematurely.
Intermittent Malfunction Indicator Lamp
(MIL) “Service Engine Soon”
In the case of an “Intermittent” problem, the MIL will light
for ten (10 ) seconds and then will go out. However, the
corresponding Diagnostic Trouble Code (DTC) will be stored
in the memory of the control module unless the battery voltage
to the control module has been removed. When unexpected
DTC(s) appear during the code displaying process, assume that
these DTC(s) were set by an intermittent malfunction and can
be helpful in diagnosing the system.
An intermittent DTC may or may not reset. If it is an
intermittent failure, a Diagnostic Trouble Code Chart will not
be used. Consult the “Diagnostic Aids” on the page facing the
diagnostic trouble code chart corresponding to the intermittent
code. SECTION 2 also covers the topic of “Intermittents.” A
physical inspection of the applicable sub-system most often
will resolve the fault.
Short Term Fuel Trim (Integrator)
The short term fuel trim (integrator) is a control module
volatile memory register that contains a number between 0 and
255. The neutral value for the short term fuel trim is 128; any
deviation from this value indicates the short term fuel trim is
changing the injector pulse width. The amount of pulse width
change depends on how far the short term fuel trim value is
from 128. The short term fuel trim changes the pulse width by
varying the “Closed Loop” factor of the base pulse width
equation.
As the control module monitors the oxygen sensor input, it
is constantly varying the short term fuel trim value. The value
is updated very quickly, and therefore, the short term fuel trim
only corrects for short term mixture trends.
3-2-93
PS 16512
Figure 3-3 - Data Link Connector
The correction of long term mixture trends is the function of the
long term fuel trim.
Long Term Fuel Trim (Block Learn)
The long term fuel trim (block learn) is a matrix of cells
arranged by RPM and MAP. Each cell of the long term fuel
trim is a register like the short term fuel trim. As the engine
operating conditions change, the control module will switch
from cell to cell to determine what “long term fuel trim” factor
to use in the base pulse width equation.
While in any given cell(s), the control module also
monitors the short term fuel trim. If the short term fuel trim is
far enough from 128, the control module will change the long
term fuel trim value. Once the long term fuel trim value is
changed, it should force the short term fuel trim back toward
128.
If the mixture is still not correct (as judged by the oxygen
sensor), the short term fuel trim will continue to have a large
deviation from the ideal 128. In this case, the long term fuel
trim value will continue to change until the short term fuel trim
becomes balanced.
Both the short term fuel trim and long term fuel trim have
limits which will vary with each PROM. If the mixture is off
enough so that long term fuel trim reaches the limit of its
control and still cannot correct the condition, the short term fuel
trim will also go to its limit of control in the same direction. If
the mixture is still not corrected by both short term fuel trim
and long term fuel trim at their extreme values, a DTC 44, or
DTC 45 will likely result. Under the conditions of power
enrichment, the control module sets the short term fuel trim to
128 and freezes it there until power enrichment is no longer in
effect. This is done so the “Closed Loop” factor and the long
term fuel trim will not try to correct for the commanded
richness of power enrichment.
SPEED DENSITY SYSTEM
The Throttle Body Fuel Injection (TBI) is a speed and air
density system. This system is based on “speed density” fuel
management.
Three specific data sensors provide the control module
with the basic information for the fuel management portion of
its operation. That is, three specific signals to the control
module establish the engine speed and air density factors.
Speed
The engine speed signal comes from the Distributor
Ignition (DI) control module to the control module on the crank
reference high, CKT 430. The control module uses this
information to determine the “speed” or RPM factor for fuel
and ignition management.
Density
Two sensors are used for the density factor, the Engine
Coolant Temperature (ECT) and the Manifold Absolute
Pressure (MAP) sensors.
The ECT sensor is a 2-wire sensor that measures the
temperature of the engine coolant. The ECT sensor is a
thermistor which changes its resistance based on temperature.
When the temperature is low, the resistance is high, and when
the temperature is high, the resistance is low.
The Manifold Absolute Pressure (MAP) sensor is a 3-wire
sensor that monitors the changes in intake manifold pressure
which result from changes in engine load. These pressure
changes are supplied to the control module in the form of
analog electrical signals.
As intake manifold pressure increases, the air density in
the intake manifold also increases, and additional fuel is
required. The MAP sensor sends this pressure information to
the control module, and the control module increases the
amount of fuel injected by increasing the injector pulse width.
Conversely, as manifold pressure decreases, the amount of fuel
is decreased.
These three inputs MAP, ECT, and RPM are the major
determinants of the air/fuel mixture delivered by the fuel
injection system.
The remaining sensors and switches provide electrical
inputs to the control module which are used for modification of
the air/fuel mixture, as well as for other control module control
functions, such as Idle Air Control (IAC).
Reading Diagnostic Trouble Codes
The means of communicating with the control module is
the Data Link Connector (DLC) (refer to Figure 3-3) located
under the instrument panel and is sometimes covered by a
plastic cover labeled “DIAGNOSTIC CONNECTOR.” The
DLC is used in the assembly plant to receive engine
information to determine proper operation before it leaves the
plant.
The DTC(s) stored in the control module memory can be
displayed either through the Tech 1 Diagnostic Computer, a
hand-held diagnostic scanner plugged into the DLC connector,
or by counting the number of flashes of the Malfunction
Indicator Lamp (MIL) “Service Engine Soon” when the
diagnostic terminal of the DLC is grounded. The DLC terminal
“B” (diagnostic terminal) is the second terminal from the right
of the DLC top row. The terminal is most easily grounded by
connecting it to terminal “A” (internal control module ground),
which is located to the right of terminal “B” on the top row of
the DLC.
When terminals “A” and “B” have been connected, the
ignition switch must be turned to the “ON” position with the
engine not operating. The MIL (Service Engine Soon) should
flash DTC 12 three times consecutively. This would be the
following flash sequence: “flash, pause, flash-flash, long
pause, flash, pause, flash-flash, long pause, flash, pause,
flash-flash.” DTC 12 indicates that the control module
diagnostic system is operating properly. If DTC 12 is not
indicated, a fault is present within the diagnostic system itself,
and should be addressed by consulting the appropriate
diagnostic chart in SECTION 3A and 3B.
Following the output of DTC 12, the malfunction indicator
lamp will indicate a Diagnostic Trouble Code (DTC) three
times if a DTC is present, or it will simply continue to output
DTC 12. If more than one diagnostic trouble code has been
stored in the control module memory, the DTC(s) will be
displayed from the lowest to the highest with each DTC being
displayed three times.
Clearing Diagnostic Trouble Codes
To clear the DTC(s) from the memory of the control
module, either to determine if the malfunction will occur again
or because repair has been completed, the control module
power feed must be disconnected for at least 30 seconds.
Depending on how the vehicle is equipped, the control module
power feed can be disconnected at the positive battery terminal
fuse in the fuse block. (The negative battery terminal may be
disconnected, but other on-board memory data, such as preset
radio tuning, will also be lost.)
NOTICE: To prevent control module damage, the key
must be “OFF” when disconnecting or reconnecting
control module power.
Also, a Tech 1 scan tool can be used to clear diagnostic
trouble codes.
Diagnostic Mode
When the diagnostic terminal is grounded with the ignition
“ON” and the engine “OFF,” the system will enter the
diagnostic mode. In this mode, the control module will:
1. Display a DTC 12 by flashing the Malfunction
Indicator Lamp (MIL) “Service Engine Soon”
(indicating the system is operating properly).
2. Display any stored DTC(s) by flashing the
Malfunction Indicator Lamp (MIL) “Service Engine
Soon.” Each DTC will be flashed three times, then
DTC 12 will be flashed again.
3. Energize all control module controlled relays and
solenoids except the fuel pump relay. This allows
checking circuits which may be difficult to energize
without driving the vehicle and being under particular
operating conditions.
4. The IAC valve moves to its fully extended position on
most models, blocking the idle air passage. This is
useful in checking the minimum idle speed.
Field Service Mode
If the diagnostic terminal is grounded with the engine
operating, the system will enter the “Field Service” mode. In
this mode, the MIL (Service Engine Soon) will indicate
whether the system is in “Open Loop” or “Closed Loop.”
In “Open Loop” the malfunction indicator lamp flashes
two and one-half times per second.
In “Closed Loop,” the light flashes once per second. Also,
in “Closed Loop,” the light will stay “OFF” most of the time if
the system is running lean. It will stay “ON” most of the time if
the system is running rich.
While the system is in “Field Service” mode, new codes
cannot be stored in the control module and the “Closed Loop”
timer is bypassed.
Control Module Learning Ability
The control module has a “learning” ability which allows it
to make corrections for minor variations in the fuel system to
improve driveability. If the battery is disconnected to clear
diagnostic trouble codes or for other repairs, the “learning”
process resets and begins again. A change may be noted in the
vehicle’s performance. To “teach” the vehicle, ensure that the
engine is at operating temperature. The vehicle should be
driven at part throttle, with moderate acceleration and idle
conditions until normal performance returns.
ON-BOARD DIAGNOSTIC (OBD) SYSTEM
CHECK
After the visual/physical underhood inspection.
the„On-B_oard Diagnostic (OBD) system check is the
starting point for all diagnostic procedures and for
locating the cause of an emissions test failure. Refer
to SECTION 3A and 3B.
The correct procedure to diagnose a fault is to follow three
basic steps.
1. Are the on-board diagnostics working? This is determined
by performing the On-Board Diagnostic (OBD) system
check. This is the starting point for the diagnostic
procedures and for finding the cause of an emissions test
failure. If the on-board diagnostics are not working, the
On-Board Diagnostic (OBD) system check will lead to
diagnostic charts in SECTION 3 A and 3B. If the on-board
diagnostics are working properly, the next step will be:
2. Is there a Diagnostic Trouble Code (P T C ) stored? If a
DTC is stored, go directly to the numbered DTC chart in
the applicable subsection. This will determine if the fault
is still present. If no DTC is stored, the next step will be:
3. Scan tool serial data transmitted by the control module.
This involves displaying the information available on the
serial data stream with a Tech 1 or one of the tools
available for that purpose. Information on these tools and
the meaning of the various displays can be found in the
succeeding paragraphs. Normal readings under a
particular operating condition can be found on the facing
page of the On-Board Diagnostic (OBD) system check.
DATA LINK CONNECTOR SCAN TOOLS
The control module will communicate a variety of
information through the DLC terminal “M” on PCM equipped
vehicles and through terminal “E” on ECM equipped vehicles.
This data is transmitted at a high frequency which requires a
Tech 1 diagnostic (scan) tool for interpretation. There are
several other scan tools available for displaying this same
information.
The Tech 1 scan tool can be very useful in obtaining
information which would be difficult or impossible to obtain
with other equipment.
Tech 1 and scan tools do not make the use of diagnostic
charts unnecessary, or indicate exactly where a problem is in a
particular circuit. These charts incorporate diagnostic
procedures using a scan tool where possible and most charts
require the use of a Tech 1 scan tool when it is applicable.
 A SCAN TOOL THAT DISPLAYS FAULTY DATA
SHOULD NOT BE USED AND THE PROBLEM
SHOULD BE REPORTED TO THE
MANUFACTURER. THE USE OF A FAULTY SCAN
TOOL CAN RESULT IN MISDIAGNOSIS AND
UNNECESSARY PARTS REPLACEMENT.
CONTROL MODULE INFORMATION MODES
The control module has three modes for transmitting
information. The following information will describe the
system operation in each of the three modes.
Road Test (Open) Mode
On engines that can be monitored in the “Open” mode,
certain parameters can be observed without changing the
engine operating characteristics. The parameters capable of
being read vary with engine families. Most scan tools are
programmed so that the system will go directly into the DLC
mode if the “Open” mode is not available.
Diagnostic Mode
(Also Called 10K)
In this mode, all obtainable data is readable. However, in
this mode, the system operating characteristics are modified as
follows:
• “Closed Loop” timers are bypassed.
• Ignition is advanced.
• IAC valve controls engine idle to 1000 RPM ±
50R PM (if applicable).
Back-Up Fuel
(Also Called Back-Up or 3.9K)
In this mode, the control module is operating on the fuel
back-up logic used to control the fuel delivery if the control
module fails. This mode verifies that the back-up feature is
OK. The parameters that can be read on a scan tool in this
mode are not of much use for service.
SCAN TOOL USE WITH INTERMITTENTS
In some scan tool applications, the data update rate makes
the scan tool less effective than a voltmeter when trying to
detect an intermittent problem which lasts for a very short time.
However, the Tech 1 scan tool allows manipulation of wiring
harnesses or components under the hood with the engine not
operating, while observing the readouts.
The Tech 1 scan tool can be plugged in with data displayed
while driving the vehicle when the malfunction indicator lamp
turns “ON” momentarily or when engine driveability is
momentarily poor.
If the problem is related to certain parameters that can be
checked by the Tech 1, this should be done while driving the
vehicle. If there does not seem to be any correlation between
the problem and any specific circuit, the Tech 1 scan tool can
display each parameter, for any period of time to observe any
change in the readings which might indicate an intermittent
operation.
The Tech 1 scan tool is used to compare the operating
parameters of a poorly operating engine with those of a known
good one. For example, a sensor may shift in value but not set
a diagnostic trouble code. Comparing the sensor’s readings
with those of a known good vehicle may locate the fault.
The Tech 1 scan tool has the ability to save time in
diagnosis and prevent the replacement of good parts. The key
to using the Tech 1 scan tool successfully for diagnosis is in the
technician’s ability to understand the system he is trying to
diagnose, as well as, an understanding of the Tech 1 scan tool’s
operation and limitations. The technician should use the tool
manufacturer’s operating manual to become familiar with the
tool’s operation.
TOOLS NEEDED TO SERVICE THE SYSTEM
The system requires a Tech 1, test light, digital multimeter
with 10 megohms impedance J 39200, vacuum gage and
jumper wires for diagnosis. A test light or voltmeter must be
used when specified in the procedures.
Refer to SECTION 13 for special tools needed to diagnose
or repair a system. For more complete information on the
operation of these tools, consult the tool manufacturer’s
instructions.
INPUT INFORMATION
Engine Coolant Temperature (ECT) Sensor
Figure 3-4
The Engine Coolant Temperature (ECT) sensor is a
thermistor (a resistor which changes value based on
temperature) which is mounted in the engine coolant stream.
Low coolant temperature produces a high resistance
(100,000 ohms at -40°C/-40°F) and high coolant temperature
produces low resistance (70 ohms at 130°C/266°F).
The control module supplies a 5 volt signal to the Engine
Coolant Temperature (ECT) sensor through a resistor in the
control module and measures the voltage. The voltage will be
high when the engine is cold, and low when the engine is hot.
Engine coolant temperature affects most systems controlled by
the control module.
 1 HARNESS CONNECTOR
2 LOCKING TAB
3 SENSOR 5S 1640-6E

Figure 3-4 - Engine Coolant Temperature (ECT)

Sensor

Manifold Absolute Pressure (MAP) Sensor

Figure 3-5 Figure 3-5 - MAP Sensor
The Manifold Absolute Pressure (MAP) sensor measures
the changes in the intake manifold pressure, resulting from
changes in engine load and speed changes, and converts this to
a voltage output.
A closed throttle on engine decel will produce a relatively
low MAP output. A Wide Open Throttle (WOT) will produce a
high output. The high output produced by the pressure inside
the manifold is the same as outside the manifold so 100% of the
outside air pressure is being measured.
The MAP sensor reading is the opposite of what you would
measure on a vacuum gage. When manifold pressure is high,
vacuum is low. The MAP sensor is also used to measure
barometric pressure under certain conditions, which allows the
control module to automatically adjust for different altitudes.
The control module sends a 5 volt reference signal to the
MAP sensor. As the manifold pressure changes, the electrical
resistance of the MAP sensor also changes. By monitoring the
sensor output voltage, the control module knows the manifold Figure 3-6 - Heated Oxygen Sensor (H02S)
pressure. A higher pressure, low vacuum (high voltage) requires
more fuel, while a lower pressure, higher vacuum (low voltage) The element is made of a ceramic material and is an insulator
requires less fuel. when cold. At operating temperature, 315°C (600°F), the
The control module uses the MAP sensor to control fuel element becomes a semiconductor. A platinum coating on the
delivery and ignition timing. outer surface of the element stimulates further combustion of
the exhaust gases right at the surface and this helps keep the
Heated Oxygen Sensor (H02S) and Oxygen element up to the desired temperature. Also a heating element
Sensor (02S) is incorporated into the sensor to aid in warm up to the
Figure 3-6 operating temperature and also to maintain that temperature.
The Heated Oxygen Sensor (H 02S ) has an inner cavity which
The Heated Oxygen Sensor (H 02S ) and Oxygen Sensor is supplied with atmospheric (reference) air from the sensor
(0 2 S ) is essentially a small variable battery; it has the ability to wires. The atmosphere has approximately 21% oxygen in it. In
produce a low voltage signal that feeds information on engine the electrical circuit this inner cavity is the positive
exhaust oxygen content to the control module. (+) terminal. The outer surface of the element is exposed to the
The Heated Oxygen Sensor (H 02S ) and Oxygen Sensor exhaust gas stream. It is the negative (-) or ground terminal.
(0 2 S ) is constructed from a zirconia/platinum electrolytic
element. Zirconia is an electrolyte that conducts electricity
under certain chemical conditions.
 This is a smaller difference in oxygen from the outside surfaces
which results in less conduction and a voltage signal below
0.3 volt (300 mV). The voltages are monitored and used by the
control module to “fine tune” the air/fuel ratio to achieve the
ideal mixture desired.
The control module puts out a reference signal of 0.45 volt
(450 mV). The reference signal serves two purposes. The first
is to run the engine when it is in “Open Loop” mode of
operation. When the air/fuel ratio is correct the control module
“senses” 450 mV. When the engine is operating with a rich
air/fuel ratio there is a reduction of free oxygen in the exhaust
stream and the oxygen sensor voltage rises above the reference
voltage.
When the engine is running lean the voltage drops below
the reference voltage due to excess oxygen in the exhaust
stream. The oxygen sensor provides the feedback information
for the “Closed Loop” operating mode of the fuel delivery
system. The oxygen sensor indicates to the control module
what is happening in the exhaust. It does not cause things to
happen. It is a type of gage: Low voltage output = lean mixture
= high oxygen content in exhaust; high voltage output = rich
mixture = low oxygen content in the exhaust.
If f iL B f f lE j f o An open oxygen sensor, should set a DTC 13. A constant
" Bn low voltage in the oxygen sensor circuit should set a DTC 44.
A constant high voltage in the circuit should set a DTC 45.
m
DTC 44 and DTC 45 could also be set as a result of fuel system
W 2 problems. Refer to “DTC Charts” for conditions that can cause
B
a lean or rich system. The integral heater in the sensor will not
set a DTC but is diagnosed in DTC 13 trouble chart and
“Diagnostic Aids.”

1 SENSOR - THROTTLE POSITION (TP)

2 SCREW - TP SENSOR ATTACHING

MP 1224-AS

Figure 3-8 - Throttle Position (TP) Sensor

If the heated oxygen sensor pigtail wiring connector or

terminal is damaged, the entire oxygen sensor assembly must
be replaced. Do not attempt to repair 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 air
reference is obtained by way of the oxygen sensor signal and
heater wires. Any attempt to repair the wires, connectors or
terminals could result in the obstruction of the air reference and
degraded oxygen sensor performance.
Due to the electrolytic properties of the element, the
oxygen concentration differences between the reference air and
exhaust gases produce small voltages. Figure 3-9 - V SS (Manual Transmission)
A rich exhaust (excessive fuel) has almost no oxygen.
When there is a large difference in the amount of oxygen
touching the inside and outside surfaces, there is more
conduction, and the sensor puts out a voltage signal above
0.6 volt (600 mV). With lean exhaust (excessive oxygen) there
is about two percent oxygen in the exhaust.
Throttle Position (TP) Sensor
Figure 3-8
The Throttle Position (TP) sensor is connected to the
throttle shaft on the throttle body unit. It is a potentiometer
with one end connected to 5 volts from the control module and
the other to ground. A third wire is connected to the control
module to measure the voltage from the TP sensor. As the
throttle valve angle is changed (accelerator pedal moved), the
output of the TP sensor also changes. At a closed throttle
position, the output of the TP signal is low (approximately
.5 volt). As the throttle valve opens, the output increases so
that, at Wide Open Throttle (WOT), the output voltage should
be approximately 4.5 volts.
By monitoring the output voltage from the TP sensor, the
control module can determine fuel delivery based on throttle
valve angle (driver demand).

Vehicle Speed Sensor (VSS)

Figures 3-9 through 3-11
The Vehicle Speed Sensor (VSS) is made up of a coil
mounted on the transmission and a tooth rotor mounted to the
output shaft in the transmission. As each rotor tooth nears the
coil, the coil produces an AC voltage pulse. As the vehicle
speed increases the number of AC voltage pulses per second
increases. The vehicle speed signal buffer processes inputs
from the VSS and output signal to the speedometer control
module, and cruise control module. The VSS buffer signal
takes the voltage pulses from the VSS and uses them to open
and close four solid state output switches to ground at a rate
proportional to vehicle speed. The VSS buffer is matched to
the vehicle based on final drive ratio and tire size. It is
important to ensure that the correct VSS buffer is installed in
Knock Sensor (KS)
the vehicle if replacement is necessary.
Figure 3-12
Located on the cylinder heads and engine block, depending
on application, the knock sensor(s) signal retards ignition
timing during a spark knock condition to allow the control
module to maintain maximum timing advance under most
conditions. Refer to SECTION 7 for further information.

Distributor Reference Signal

The distributor sends a signal to the control module to

indicate engine RPM. Refer to SECTION 6 for further
information.

A/C Signal
4-14-94
MS 10029 This signal indicates that the A/C control switch is turned
“ON” and the pressure switch is closed. The control module
uses this signal to adjust the idle speed.
 WIRING HARNESS REPAIR
WIRE HARNESS
The control module harness electrically connects the
control module to the various solenoids, switches, and sensors
in the vehicle engine and passenger compartment.
Wire harnesses should be replaced with proper part
number harnesses. When signal wires are spliced in a harness,
use wire(s) with high temperature insulation only.
With the low current and voltage levels found in the
system, it is important that the best possible bond at all wire
splices be made by soldering the splices, as shown in
Figure 3-13.
Molded on connectors require complete replacement of the
connector. This means splicing a new connector assembly into
the harness.
Replacement connectors and terminals are listed in
Group 8.965, of the Standard Parts Catalog.
CONNECTORS AND TERMINALS
Use care when probing a connector or replacing terminals
in them. It is possible to short between opposite terminals.
TWISTED/SHIELDED CABLE
DRAIN WIRE
z OUTER JACKET
MYLAR
1. REMOVE OUTER JACKET.
2. UNWRAP ALUMINUM/MYLAR TAPE. DO NOT
REMOVE MYLAR.
3. UNTWIST CONDUCTORS. STRIP INSULATION AS
NECESSARY.
___- DRAIN WIRE
I
S E T — 2
4. SPLICE WIRES USING SPLICE CLIPS AND ROSIN CORE
SOLDER. WRAP EACH SPLICE TO INSULATE.
5. WRAP WITH MYLAR AND DRAIN (UNINSULATED) WIRE.
t n m
6. TAPE OVER WHOLE BUNDLE TO SECURE AS BEFORE.
If this happens to the wrong terminal pair, it is possible to
damage certain components. Always use jumper wires
between connectors for circuit checking. NEVER probe
through the Weather-Pack seals. Use tachometer adapter
J 35812, or equivalent, which provides an easy hook up of the
tach. lead. The connector test adapter kit J 35616, or
equivalent, contains an assortment of flexible connectors used
to probe terminals during diagnosis. Fuse remover and test tool
BT-8616, or equivalent, is used for removing a fuse and to
adapt fuse holder with a meter for diagnosis.
When diagnosing, open circuits are often difficult to locate
by sight, because oxidation, or terminal misalignment are
hidden by the connectors. Merely wiggling a connector on a
sensor, or in the wiring harness, may correct the open circuit
condition. This should always be considered when an open
circuit, or failed sensor is indicated. Intermittent problems
may, also, be caused by oxidized or loose connections.
Before making a connector repair, be certain of the type of
connector. Weather-Pack and Compact Three connectors look
similar, but are serviced differently.
TWISTED LEADS
1. LOCATE DAMAGED WIRE.
2. REMOVE INSULATION AS REQUIRED.
SPLICE AND SOLDER
3. SPLICE TWO WIRE TOGETHER USING SPLICE
CLIPS AND ROSIN CORE SOLDER.
l___
4. COVER SPLICE WITH TAPE TO INSULATE
FROM OTHER WIRES.
5. RETWIST AS BEFORE AND TAPE WITH
ELECTRICAL TAPE AND HOLD IN PLACE.
4-5-94
4S 05706E
Micro-Pack 1. Slide the seal back on the wire.
2. Insert tool (3 ) BT-8518, or J 35689, as shown in insert
Refer to Figure 3-14 and repair procedure for replacement “A” and “B”, to release the terminal locking tab (2).
of a Micro-Pack terminal. 3. Push the wire and terminal out through the connector.
If reusing the terminal, reshape the locking tang (2).

Weather-Pack

A Weather-Pack connector can be identified by a rubber

seal, at the rear of the connector. This connector, which is used
in the engine compartment, protects against moisture and dirt,
which could create oxidation and deposits on the terminals.
This protection is important, because of the very low voltage
and current levels found in the electronic system.
Repair of a Weather-Pack terminal is shown in
Figure 3-16. Use tool J 28742-A, or BT-8234-A to remove the
pin and sleeve terminals.
If removal is attempted with an ordinary pick, there is a
1 CABLE 3 LOCKING TANG good chance that the terminal will be bent, or deformed. Unlike
standard blade type terminals, these terminals cannot be
2 TERMINAL 4 TOOL J 33095/BT8234-A
7S 3548-6E straightened once they are bent.
Figure 3-14 - Micro-Pack Connector Make certain that the connectors are properly seated and
all of the sealing rings in place when connecting leads. The
Metri-Pack hinge type flap provides a backup, or secondary locking feature
for the connector. They are used to improve the connector
Some connectors use terminals called Metri-Pack reliability by retaining the terminals, if the small terminal lock
Series 150 (Figure 3-15). These may be used at the coolant tangs are not positioned properly.
sensor. Weather-Pack connections cannot be replaced with
They are also called “Pull-To-Seat” terminals, because to standard connections. Instructions are provided with
install a terminal on a wire, the wire is first inserted through the Weather-Pack connector and terminal packages.
seal (5 ) and connector (4). The terminal is then crimped on the
wire and the terminal pulled back into the connector to seat it in
place. To remove a terminal:

I B

1. METRI-PACK SERIES 3. TOOL J 35689 OR BT-8446

150 FEMALE TERMINAL 4. CONNECTOR BODY
2. LOCKING TANG 5. SEAL
2-5-90
*7S 3213-6E
Compact Three
1. OPEN SECONDARY LOCK HINGE ON CONNECTOR.
The Compact Three connector, which looks similar to a
MALE
Weather-Pack connector, is not sealed and is used where CONNECTOR
resistance to the environment is not required. Use the standard
method when repairing a terminal. Do not use the
Weather-Pack terminal tool J 28742-A, or BT-8234-A, as these SECONDARY-
LOCK HINGE
will damage the terminals.
2. REMOVE TERMINAL USING TOOL.
PUSH TO
RELEASE

TOOL J 28742/BT8234-A
CUT WIRE IMMEDIATELY BEHIND CABLE SEAL.

WIRE
SEAL

4. REPLACE TERMINAL
A. SLIP NEW SEAL ONTO WIRE.
B. STRIP 5mm (.2") OF INSULATION FROM WIRE.
C. CRIMP TERMINAL OVER WIRE AND SEAL.

SEAL

5. PUSH TERMINAL AND CONNECTOR AND

ENGAGE LOCKING TANGS.
6. CLOSE SECONDARY LOCK HINGE. 5-10-94
7S 3542-6E

Figure 3-16 - Weather-Pack Terminal Repair

 SECTION 3A
CONTROL MODULE SYSTEM (93 PCM6)
CONTENTS
General Description.................................3A-3
Powertrain Control Module ( P C M ) ..........3A-3
P R O M (M E M -C A L )........................... 3A-3
P C M Learning Ability .......................3A-3
Diagnosis ..............................................3A-4
On-Board Diagnostic System
C h e c k ............................................ 3A-6
Typical Tech 1 Scan Data V alu e s.......... 3A-8
Typical Tech 1 Data Definitions.............3A-10
Fuel Control ...................................... 3A-12
Fuel Injector....................................3A-12
Pressure Regulator ..........................3A-12
Idle Air Control (IAC) .......................3A-12
Fuel Pump Circuit ........................... 3A-12
Engine Coolant Temperature
(ECT) Sensor .................................3A-13
Manifold Absolute Pressure
(MAP) S e n s o r .................................3A-13
Oxygen Sensor .................................. 3A-13
Throttle Position (TP) S e n s o r ................3A-13
TP Sensor O u tp u t........................... 3A-13
Vehicle Speed Sensor (VSS) ................3A-13
EG R System ..................................... 3A-14
Idle Speed ........................................ 3A-14
Ignition Control ( IC ) ..........................3A-14
Knock Sensor (KS) S y ste m .................. 3A-14
System Over Voltage........................... 3A-14
Transmission Range (TR)
Pressure Switch .............................. 3A-14
Distributor Reference Signal ................. 3A-14
A/C S ig n a l......................................... 3A-14
Exhaust S y ste m .................................. 3A-14
Chart A-1
No M IL (Service Engine S o o n ) .......... 3A-16
Chart A-2
No Serial Data or Will Not Flash
DTC 12 MIL (Service Engine Soon)
“O N ” Steady .............................. 3A-18
Chart A-3
Engine Cranks But Will Not Run ....... 3A-20
Chart A-4
Injector Circuit D ia g n o sis.................. 3A-22
Chart A-5
Fuel Pump Relay Circuit D ia g n o sis ___3A-24
Chart A-6
Fuel System D ia gn o sis..................... 3A-26
Manifold Absolute Pressure (MAP)
Output Check .................................3A-28
A/C Signal D ia gn o sis........................... 3A-30
Restricted Exhaust System C h e c k .......... 3A-31
Diagnostic Trouble Code (DTC)
Identification (1 of 2) ....................... 3A-32
DTC 13 - Oxygen Sensor (02S) Circuit
(Open Circuit) ................................. 3A-34
DTC 13 - Heated Oxygen Sensor (H 02S)
Circuit (Open Circuit) ....................... 3A-36
DTC 14 - Engine Coolant Temperature (ECT)
Sensor Circuit Low (High Temperature
Indicated)....................................3A-38
DTC 15 - Engine Coolant Temperature (ECT)
Sensor Circuit High (Low Temperature
Indicated) ....................................3A-40
DTC 16 - V S S Buffer Fault (4L60E
Transmission Only) ..........................3A-42
DTC 21 - Throttle Position (TP) Sensor
Circuit High (Signal Voltage High) ......3A-44
DTC 22 - Throttle Position (TP) Sensor
Circuit Low (Signal Voltage Low) ....... 3A-46
DTC 24 - Vehicle Speed Sensor (VSS)
(Manual Transmission Only) .............. 3A-48
DTC 32 - Exhaust G as Recirculation (EGR)
Error 4.3L, 5.0L, 5.7L
(Backpressure) .............................3A-50
DTC 32 - Exhaust G as Recirculation (EGR)
Error (Port)..................................... 3A-52
DTC 32 - EG R Error (Linear Exhaust
Gas Recirculation (EGR) Syste m )....... 3A-54
DTC 33 - Manifold Absolute Pressure (MAP)
Sensor Circuit High (Signal Voltage High -
Low Vacuum) .............................. 3A-56
DTC 34 - Manifold Absolute Pressure (MAP)
Sensor Circuit Low (Signal Voltage Low -
High Vacuum) ................................. 3A-58
DTC 35 - Idle Air Control (IAC) Error___3A-60
DTC 36 - Idle Speed Control Actuator
Fault..............................................3A-62
DTC 42 - Ignition Control (IC) Error ......3A-64
DTC 43 - Knock Sensor (KS) Circuit
(Single Knock Sensor System) .......... 3A-66
DTC 43 - Knock Sensor (KS) Circuit
(Dual Knock Sensor S y ste m )............. 3A-68
DTC 44 - Lean Exhaust ......................3A-70
DTC 45 - Rich E x h a u st....................... 3A-72
DTC 53 - System Voltage H ig h ............. 3A-74
DTC 54 - Fuel Pump Relay
(Low Voltage) ................................. 3A-76
DTC 51 - Faulty PR O M (M E M - C A L ) ......3A-78
DTC 55 - Faulty PCM ........................ 3A-78
PCM Wiring Diagrams
4.3L, 7.4L (C/K) Manual
Transmission (1 of 4 ) ....................... 3A-79
 4.3L, 5.0L, 5.7L (C/K)
4L60E Transmission (1 of 6 ) .............3A-83
4.3L, 5.7L, 7.4L (C/K) 4L80E
Transmission (1 of 6 ) .......................3A-89
P C M Connector Terminal End View
4.3L, 7.4L (C/K) Manual
Transmission (1 of 4 ) ....................... 3A-95
4.3L, 5.0L, 5.7L (C/K) 4L60E
Transmission (1 of 4 ) .......................3A-99
4.3L, 5.7L, 7.4L (C/K) 4L80E
Transmission (1 of 4 ) .......................3A-103
On-Vehicle Service ................................. 3A-107
Powertrain Control M o d u le .................... 3A-107
P C M Replacement .............................. 3A-107
M EM -C A L Replacement .......................3A-107
Functional Check ............................ 3A-107
Engine Coolant Temperature (ECT)
S e n s o r ...........................................3A-108
M AP S e n s o r ................. .................... 3A-108
Oxygen Sensor ( 0 2 S ) ..........................3A-108
Heated Oxygen Sensor ( H 0 2 S ) .............3A-111
Throttle Position (TP) S e n s o r ................3A-112
Replacement - TBI ..........................3A-112
Knock Sensor (KS) ............................ 3A-113
Vehicle Speed Sensor (VSS) ................3A-113
Vehicle Speed Signal (VSS) Buffer
M od ule ...........................................3A-113
Transmission Range (TR)
Position Switch ............................... 3A-113
Parts Information ....................................3A-113
 GENERAL DESCRIPTION
This section applies to:
• 4.3L (VIN Z) C/K Truck Auto/Manual.
• 5.0L (VIN H) C/K Truck Auto.
• 5.7L (VIN K) C/K Truck Auto.
• 7.4L (VIN N) C/K Truck Auto/Manual.
These engines have controls to reduce exhaust emissions,
while maintaining good driveability and fuel economy.
A Powertrain Control Module (PCM) is the main control
system and constantly monitors sensors used to provide
information about engine operation and the various systems.
Details of basic operation, diagnosis, functional checks, and
on-vehicle service are covered in this section.
The PCM has the ability to perform some diagnosis of
itself, and of other parts of the system. When a fault is detected,
it lights a Malfunction Indicator Lamp (MIL) “Service Engine
Soon” on the instrument panel and a Diagnostic Trouble Code
(DTC) will be stored in the PCM’s memory. This does not mean
that the engine should be stopped right away, but that the cause
of the lamp coming “ON” should be checked as soon as
reasonably possible.
Diagnostic charts incorporate diagnosis procedures using a
scan tool, such as the Tech 1, where possible. The scan tool has
the ability to save time in diagnosis and prevent the
replacement of good parts. The key to using the scan tool
successfully for diagnosis lies in the technician’s
ability to understand the system being diagnosed, as
well as an understanding of the scan tool's
limitations. See SECTION 3 for more information.
POWERTRAIN CONTROL MODULE (PCM)
The Powertrain Control Module (PCM) is located in the
passenger compartment and is the control center of the control
module system.
The PCM constantly interprets the information from various
sensors, and controls the systems that affect vehicle performance
and performs the diagnostic function of the system. It can
recognize operational problems, alert the driver through the
Malfunction Indicator Lamp (MIL) “Service Engine Soon” and
store a Diagnostic Trouble Code (DTC) which identify the
problem areas to aid the technician in making repairs. Refer to
diagnosis section for further information.
The PCM is designed to process the various input
information and then send the necessary electrical responses to
control fuel delivery, spark timing, and other emission control
systems. The input information has an interrelation to more
than one output, therefore, if the one input failed it can affect
more than one system’s operation.
PROM (MEM-CAL)
This assembly contains the calibrations needed for a
specific vehicle, as well as the back-up fuel control circuitry
required if the rest of the PCM becomes damaged or faulty.
PCM Learning Ability
The PCM has a “learning” ability which allows it to make
corrections for minor variations in the fuel system to improve
driveability. If the battery is disconnected, to clear diagnostic
trouble codes or for other repairs, the “learning” process resets
and begins again. A change may be noted in the vehicle’s
performance. To “teach” the vehicle, ensure that the engine is at
operating temperature. The vehicle should be driven at part
throttle, with moderate acceleration and idle conditions until
normal performance returns.
NOTICE: The PCM must be maintained at a
temperature below 85°C (185°F) at all times. This is most
essential if the vehicle is put through a paint baking
process. The PCM will become inoperative if its
temperature exceeds 85°C (185°F). It is recommended that
temporary insulation be placed around the PCM during the
time the vehicle is in a paint oven or other high temperature
processes.
 DIAGNOSIS
Before using this section of the manual, you should be
familiar with the information and the proper diagnosing
procedures as described in SECTION 3. If the proper diagnosis
procedures are not followed, as described in SECTION 3, it
may result in unnecessary replacement of good parts.
If a diagnostic chart indicates that a PCM connection or
PCM is the cause of a problem and the PCM is replaced, but
does not correct the problem, one of the following may be the
reason:
• There is a problem with the PCM terminal
connections - The terminals may need to be removed
from the connector in order to check them properly.
• The PCM is not correct for the application - The
incorrect components may cause a malfunction and
may, or may not set a DTC.
• The problem is intermittent - This means that the
problem is not present at the time the system is being
checked. In this case, refer to SECTION 2 of the
manual and make a careful physical inspection of all
portions of the system involved.
• Shorted solenoid, relay coil, or harness - Solenoids
and relays are turned “ON” and “O F F ’ by the PCM
using internal electronic switches called “drivers.”
Each driver is part of a group of four called
“quad-drivers.” Failure of one driver can damage any
other driver in the set.
A shorted solenoid, relay coil, or harness will
not damage the “quad-drivers” in this PCM,
but will cause the circuit and controlled
component to be inoperative. When the circuit
fault is not present or has been repaired, the
“quad-driver” will again operate in a normal
manner due to its fault protected design. If a
fault has been repaired in a circuit, controlled
by a “quad-driver,” the original PCM should
be reinstalled and the circuit checked for
proper operation. PCM replacement will not be
necessary if the repaired circuit or component
operates correctly.
The J 39200 tester, or equivalent, provides a fast,
accurate means of checking for a shorted coil, or a
short to battery voltage.
• The replacement PCM may be faulty - After the PCM
is replaced, the system should be rechecked for proper
operation. If the diagnostic chart again indicates that
the PCM is the problem, substitute a known
good PCM.
BLANK
 PCM
TO OIL PRESS SW _
& FUEL PUMP RELAY
B+
JUNCTION BLOCK
\ ECM-B
-*\A - 440 ORN BATTERY FEED
20A MALFUNCTION INDICATOR LAMP
FUSE #4 MIL CONTROL
— 39 PNK j g T ■419
1 BRN/WHT-
10A
IGNITION
SWITCH ECM-I
v \ > 439 PNK IGNITION FEED
BATTERY 20A
-448 WHT/BLK- DIAGNOSTIC TEST
DIAGNOSTIC
TEST TERMINAL ■451 BLK/WHT- SYSTEM GROUND

B
DATA LINK
CONNECTOR
(DLC)
o N1
o
GROUND
800 TAN- SERIAL DATA

REFER TO CONTROL MODULE WIRING DIAGRAMS IN SECTION 3 5-25-94

PS 17105

ON-BOARD DIAGNOSTIC SYSTEM CHECK

(With Tech 1 Scan Tool)
Circuit Description:
The on-board diagnostic system check is an organized approach to identifying a problem created by a control module system
malfunction. It must be the starting point for anv driveability complaint diagnosis, because it directs the service technician to the
next logical step in diagnosing the complaint. Understanding the chart and using it correctly will reduce diagnostic time and prevent
the unnecessary replacement of good parts.

Chart Test Description: Number(s) below refer to
circled number(s) on the diagnostic chart.
1. This step is a check for the proper operation of the MIL
(Service Engine Soon). The MIL should be “ON” steady.
2. Use Tech 1 to aid diagnosis, therefore, serial data must be
available. If a PROM (MEM-CAL) error is present, the
PCM may have been able to flash DTC 12/51, but not
enable serial data.
Although the PCM is powered up, a “Cranks But Will Not
Run” symptom could exist because of a PCM or system
problem.
4. This step will isolate if the customer complaint is a MIL or
a driveability problem with no MIL. Refer to “Diagnostic
Trouble Code Identification” in this section for a list of
valid DTCs. An invalid DTC may be the result of a faulty
scan tool, PROM (MEM-CAL) or PCM.
5. Comparison of actual control system data with the Typical
Tech 1 Data Values is a quick check to determine if any
parameter is not within limits. Keep in mind that a base
engine problem (i.e., advanced cam timing) may
substantially alter sensor values.
 ON-BOARD DIAGNOSTIC SYSTEM CHECK
(With Tech 1 Scan Tool)

IGNITION “ON,” ENGINE “OFF.”

© NOTE MALFUNCTION INDICATOR LAMP (MIL).
IS MIL “ON” STEADY?

YES NO
IT
© [ WILL SCAN TOOL DISPLAY DATA? • IF MIL IS “OFF” STEADY, REFER TO CHART A-1. i
• IF MIL IS “FLASHING” REPAIR GROUNDED
DIAGNOSTIC TEST CIRCUIT.

YES NO
n z
® [ WILL THE ENGINE START? j_ ^ F E R J O ^ C H A R L A ^ .j

X
YES NO
I ~ J 1 ________________________

( T ) | A B E AN Y DTC(S) ST O R E D ? [_^FERJO^CHART_A-3.J

1
P "l
Z E
YES
m
ARE ENGINE SCAN DATA VALUES WITHIN TYPICAL REFER TO “DIAGNOSTIC TROUBLE
© RAMS
RANGES (SECTION 3)?
ARE TRANSMISSION SCAN DATA VALUES WITHIN
CODE IDENTIFICATION” CHART FOR
THEIR DIAGNOSTIC CHART LOCATION.
TYPICAL RANGES (SECTION 10)?

1
YES NO
3= IE
FOR ENGINE SYMPTOMS, REFER TO “SYMPTOMS,” FOR ENGINE VALUES OUT OF RANGE,
SECTION 2. REFER TO INDICATED COMPONENT
FOR TRANSMISSION DRIVEABILITY SYMPTOMS, SECTION.
REFER TO “FUNCTIONAL TEST PROCEDURE,” FOR TRANSMISSION VALUES OUT OF
SECTION 7A14A (4L60E) OR 7A17A (4L80E), OF THE RANGE, REFER TO SECTION 7A14A (4L60E)
APPROPRIATE SERVICE MANUAL. OR 7A17A (4L80E), OF THE APPROPRIATE
SERVICE MANUAL.

3-17-93
PS 17117
 TYPICAL TECH 1 SCAN DATA VALUES
The Tech 1 scan data listed in this table may be used for comparison after completing the “On-Board Diagnostic (OBD) System
Check” and finding the on-board diagnostics functioning properly with no Diagnostic Trouble Codes [DTC(s)] displayed. The
“Typical Tech 1 Data Values” are an average of display values recorded from normally operating vehicles and are intended to
represent what a normally functioning system would display. The values you get may vary due to low battery charge or other
reasons, but they should be very close.
A SCAN TOOL THAT DISPLAYS FAULTY DATA SHOULD NOT BE USED, AND THE PROBLEM
SHOULD BE REPORTED TO THE MANUFACTURER. THE U SE OF A FAULTY SCAN TOOL CAN
RESULT IN MISDIAGNOSIS AND UNNECESSARY PARTS REPLACEMENT.
Only the parameters listed below are used in this manual for diagnosis. If a scan tool reads other parameters, the values are not
recommended by General Motors for use in diagnosis. For more description on the values and use of the Tech 1 tool to diagnosis
PCM inputs, refer to the applicable “Diagnosis”; in applicable section diagnosis. If all values are within the range illustrated, refer
to SECTION 2.
TECH 1 TOOL DATA
Test Under Following Conditions:
Engine at Operating Temperature/Engine Idling in “Closed Loop’VCIosed Throttle/
Park/Neutral/All Accessories “OFF”
S C A N Position Units Displayed Typical Data Value Refer to Section
EN G IN E S P E E D RPM ± 50 R P M from desired “4”
RPM in drive (A/1)
± 100 R P M from desired
RPM in neutral (M/T)
D E S IR E D IDLE RPM PCM idle command “3A”
(varies with temp)
E N G IN E C O O L
TEM P °C, °F 85°C - 105°C/190°F - 210°F “3A”
LO O P ST ATU S Open/Closed “Closed Loop” “3A”
M AP kPa/Volts 29-48 kPa/1 - 2 volts (varies with “3A”
manifold and barometric pressures)
BARO kPa/Volts 6 0 - 1 0 5 kPa “3A”*
TH RO T P O SIT IO N Volts .35 -1.28 “3A”
TH RO T TLE A N G LE 0 - 100 % 0% “3A”
02S Millivolts 100-999 (varies continuously) “3A”
INJ P U L S E W IDTH Milliseconds .8-3.0 “3A”
S H O R T T E R M FU EL
TRIM Counts 110-145 “3A”
LO NG T E R M FU EL
TRIM Counts 118-138 “3A”
FU EL TR IM C E L L C ell# 0 “3A”
FU EL TRIM E N A B LE No/Yes No “3A”
SPARK ADVANCE Degrees 0° TO 20°, varies continuously “3A”
IDLE S P A R K Enable/Disable Enable “3”

Varies with manifold and barometric pressures.

** SECTIO N 4 or SECTION 6D (Engine Electrical) of appropriate service manual.
f The PR O M (MEM-CAL) identification parameter describes the particular PROM (MEM-CAL) used in the PCM being
tested.
(1) If not equipped with purge solenoid scan tool will display 0 % or 99%.
 TECH 1 TOOL DATA (Continued)
Test Under Following Conditions:
Engine at Operating Temperature/Engine Idling in “Closed Loop”/
Closed Throttle/Park-Neutral/All Accessories “OFF”
S C A N Position Units Displaved Tvpical Data Value Refer to
K S ACTIVITY Yes/No No “3A”
K S R ET A R D Degrees 0° “3A”
IDLE S P E E D C O N T R O L
ACTU ATO R Off/On On “4A”
4W D LO W SW ITCH Yes/No No “10A”
CO NVERTER
HI T E M P No/Yes No “3A”
F U E L EVAP
PURGE 0 -1 0 0 % 0 % (1) “5”
E G R D E S IR E D P O S 0 -1 0 0 % 0% “3A”
EG R ACTUAL PO S 0 -1 0 0 % 0% “3A”
E G R PINTLE P O S Volts .74 volts “3A”
E G R D U TY C Y C L E 0 -1 0 0 % 0% “3A”
MPH/km/h MPH/KPH 0/0 “3A”
1-2 SOL/2-3 S O L Off/On Off/On Off “10”
T C C S O L E N O ID Off/On Off “10”
T R A N S RANG E SW Drive 4/Drive 3 P-N “10”
Drive 2/Low P-N “10”
Reverse/P-N P-N “10”
A/B/C R A N G E On/Off Off “10”
T C C B R A K E SW ITCH On/Off On “10”
F U E L SH U T O F F Yes/No No “3A”
IDLE A IR C O N T R O L Counts (Steps) 1 -50 “4A, 4B ”
PARK/NEU TRAL P O S PN/RDL Park/Neutral “3A”
A/C R E Q U E S T No/Yes No “3A”
A/C C LU TC H On/Off Off “3A”
S Y S T E M VOLTAGE Volts 13.5-14.5 “3A”**
F U E L P U M P V O LTS Volts 13.5-15.5
C ALIBR A TIO N ID 0 - 9999 Internal ID only “3” (t)
T IM E F R O M START Minutes Varies “3”

Varies with manifold and barometric pressures.

** SEC TIO N 4 or SECTION 6D (Engine Electrical) of appropriate service manual.
f The PRO M identification parameter describes the particular PROM (MEM-CAL) used in the PCM being tested.
(1) If not equipped with purge solenoid scan tool will display 0 % or 99%.

6-8-94
NS 14280
 TYPICAL TECH 1 DATA DEFINITIONS
A list of each data message displayed on the Tech 1 scan tool will be explained in two groups; “Engine” or “Transmission.” For
transmission information refer to SECTION 10. This information will assist in emission or driveability problems. The displays can
be viewed while the vehicle is being driven. Always perform the “On-Board Diagnostic (OBD) System Check” first. The “OBD
System Check” will confirm proper system operation. The following positions may not be applicable to all engines:
ENGINE SP EE D - Engine speed is computed by the
P C M from the fuel control reference input. It should
remain close to desired idle under various engine loads
with engine idling.
DESIRED IDLE - The idle speed that is commanded by
the PCM. The P C M will compensate for various engine
loads to maintain the engine at the desired idle speed.
ENGINE COOLANT TEMP - The Engine Coolant
Temperature (ECT) sensor is mounted in the intake
manifold and sends engine temperature information to
the PCM. The P C M supplies 5 volts to the coolant
temperature sensor circuit. The sensor is a thermistor
which changes internal resistance as temperature
changes. When the sensor is cold (internal resistance
high), the P C M monitors a high signal voltage which it
interprets as a cold engine. A s the sensor warms (internal
resistance decreases), the voltage signal will decrease
and the P C M will interpret the lower voltage as a
warm engine.
LOOP STATUS - “Closed Loop” displayed indicates that
the P C M is controlling fuel delivery according to oxygen
sensor voltage. In “Open Loop,” the PC M ignores the
oxygen sensor voltage and bases the amount of fuel to be
delivered on TP sensor, engine coolant, and M AP sensor
inputs only.
MANIFOLD ABSOLUTE PR ESSU RE (MAP) - The
Manifold Absolute Pressure (MAP) sensor measures the
change in the intake manifold pressure from engine load
and speed changes. A s intake manifold pressure
increases, the air density in the intake manifold also
increases and additional fuel is required.
BAROMETRIC PR ESSU R E (BARO) - The BARO
reading displayed is determined from the M AP sensor at
ignition “ON,” engine “OFF,” and W OT conditions. The
B A R O reading displayed represents barometric pressure
and is used to compensate for altitude differences.
THROT POSITION - Used by the PCM to determine the
amount of throttle demanded by the driver. Should read
.45-65 volt at idle to above 4 volts at Wide Open
Throttle (WOT).
THROTTLE ANGLE - Computed by the P C M from TP
sensor voltage (throt position) and should display 0 % at
idle and 100% at wide open throttle. Refer to DTC 21 if TP
sensor angle is not 0 % at idle.
02S - Represents the exhaust oxygen sensor output
voltage. Should fluctuate constantly within a range
between 100 mV (lean exhaust) and 1000 mV (rich
exhaust) when operating in “Closed Loop.”
INJECTOR PULSE WIDTH - In this position, the reading
is given in milliseconds which is the “on-time” that the
PCM is commanding to the injector(s).
SHORT TERM FUEL TRIM (FUEL INTEGRATOR) - Fuel
integrator represents a short term correction to fuel
delivery by the P C M in response to the amount of time the
oxygen sensor voltage spends above or below the 450
mV threshold. If the oxygen sensor voltage has mainly
been below 450 mV, indicating a lean air/fuel mixture, fuel
integrator will increase to tell the PCM to add fuel. If the
oxygen sensor voltage stays mainly above the threshold,
the P C M will reduce fuel delivery to compensate for the
indicated rich condition.
LONG TERM FUEL TRIM (BLOCK LEARN) - Long term
fuel trim is derived from the short term fuel trim value and
is used for long term correction of fuel delivery. A value of
128 counts indicates that fuel delivery requires no
compensation to maintain a 14.7:1 air/fuel ratio. A value
below 128 counts means that the fuel system is too rich
and fuel delivery is being reduced (decreased injector
pulse width). A value above 128 counts indicates that a
lean condition exists and the PC M is compensating by
adding fuel (increased injector pulse width).
FUEL TRIM CELL - Fuel trim cell is dependent upon
engine speed and M AP sensor readings. A plot of R P M
vs. M A P is broken into 16 cells. Fuel trim cell indicates
which cell is currently active.
FUEL TRIM ENABLE - If air fuel system is learning (YES)
then long term fuel trim is responding to short term fuel
trim. If fuel trim enable reads (NO) then long term fuel trim
will not respond to change in short term fuel trim normally,
learning starts as soon as engine goes into “Closed Loop.”
SPARK ADVANCE - This is a display of the spark advance
Ignition Control (IC) calculation which the PCM is
programming into the ignition system. It computes the
desired spark advance using data such as engine
temperature, RPM, load, vehicle speed and operating mode.
IDLE SPARK - Idle speed control by timing.
K.S. RETARD - Indicates the amount of spark advance
the P C M is removing from IC in response to the Knock
Sensor (KS) signal.
IDLE SPEED CONTROL ACTUATOR - Indicates
whether the system is “O F F ” or “ON.”
4WD LOW SWITCH - Indicator to P C M when driver
selects 4WD.
CONVERTER HIGH TEMP - Air fuel ratio enriches from
14.7 to 1 to 12 to 1 to help cool catalytic converter.
FUEL EVAP PURGE - Used to control EVAP canister
purge function. 0 % indicates the valve is commanded fully
closed while 100% indicates that the valve is fully open.
EGR DESIRED POSITION - The PC M command for
E G R valve position that is desired.
EGR ACTUAL POSITION - Current actual E G R position
of the E G R valve.
EGR PINTLE POSITION - P C M command for linear EG R
valve pintle position that is desired.
EGR DUTY CYCLE - The PC M cycles the E G R valve
“O N ” and “OFF.” The “O N ” time (duty cycle) of the EG R
valve, expressed as a percent, determines how much the
exhaust gas is recirculated.
MPH/km/h - Vehicle speed is a PC M internal parameter.
It is computed by timing pulses coming from the Vehicle
Speed Sensor (VSS). Vehicle speed is used in checking
TCC lock-up speed or speedometer accuracy. Speed is
displayed in both Miles Per Hour (mph) and Kilometer Per
Hour (km/h).
1 - 2 SHIFT SOL - When the transmission is in first or
fourth gear, the Tech 1 should display “ON.” When the
transmission is in second or third gear, the Tech 1 should
indicate “OFF.”
2 - 3 SHIFT SOL - When the automatic transmission is in
first or second gear, the Tech 1 should indicate “ON.”
When the transmission is in third or fourth gear, the Tech
1 should display “OFF.”
TORQUE CONVERTER CLUTCH (TCC) SOLENOID - In
this position, the tool will indicate when the T C C has been
commanded by the P C M to turn “ON.” This does not
necessarily mean that the clutch was engaged but only
that the PCM grounded the circuit internally. The best way
to determine if the clutch has engaged is to monitor
engine R PM when the T C C comes “ON.”
TRANS RANGE SWITCH - Displays Park/Neutral,
Reverse, Drive 4, Drive 3, Drive 2, Low and Invalid -
These values represent the decoded sequence of the
Transmission Range (TR) pressure switch assembly
circuits and are used to determine manual valve position.
A/B/C RANGE - “ON/OFF” they are used to detect which
gear has been manually selected engine must be
operating.
TCC BRAKE SWITCH - The brake switch is operated by
brake pedal travel. The switch is normally closed when
the brake is released. This applies battery voltage to the
PCM signal line. When brakes are applied, the P C M
receives a Zero (0) volt signal on the signal line which
caused T C C to be released. Brake switch input is used
for line pressure and T C C control.
FUEL SHUTOFF - Indicates when PC M goes into this
mode of operation. It is either R P M or mph activated.
IDLE AIR CONTROL - Displays the commanded position
of the idle air control pintle in counts. The greater the
number of counts, the greater the idle air passages
opened. Idle air control should respond fairly quickly to
changes in engine load to maintain desired idle RPM.
PARK/NEUTRAL POSITION - Displays “P-N” or
“R-D-L” - “P/N” indicates park or neutral has been
selected. “R-D-L” indicates that reverse, or a forward gear
has been selected. Engine must be operating.
A/C REQUEST - Displays the state of the A/C signal line
to the PCM. Should read “Y E S ” whenever the A/C is
requested.
A/C CLUTCH - Displays “O N ” when the A/C clutch is
engaged.
SYSTEM VOLTS - Battery/Ignition voltage is an analog
input signal read by the PCM. It is the ignition switched
battery voltage and is mainly used for diagnostics.
Certain P C M functions will be modified if the battery
voltage falls below or rises above programmed
thresholds.
FUEL PUMP VOLTS - This parameter is a reading of the
voltage going to the fuel pump. It is used by the PCM as
the system voltage. The P C M uses fuel pump volts as a
reference.
CALIBRATION ID - The P R O M identification parameter
describes the particular P R O M used in the PCM being
tested. The P R O M contains the PC M program. PRO M ID
is used when it is necessary to replace the PROM. PRO M
ID must be specified when ordering new PROMs. PRO M
ID should not be confused with “Part Number.”
TIME FROM START - Time from start is a measure of
how long the engine has been running. If the engine
stops, time from start will reset to 0:00:00.
FUEL CONTROL
Fuel delivery is controlled by the control module
system.
The diagnosis of fuel control starts with “Engine Cranks
But Will Not Run” CHART A-3. This chart will test the fuel
system and if there is a problem, will lead you to checking the
fuel pump relay circuit, diagnosing the injector circuit or
diagnosing the fuel system.
Fuel Injector
Testing the fuel injector circuit is in CHART A-3 with
additional diagnosis in CHART A-4.
A fuel injector which does not open may cause a “no start”
condition. An injector which is stuck partly open could cause
loss of pressure after sitting so long crank times would be
noticed on some engines. Also, dieseling could occur because
some fuel could be delivered to the engine after the key is
turned “OFF.”
Pressure Regulator
Testing the pressure regulator circuit is in CHART A-3 and
A-4.
If the pressure regulator in the TBI supplies pressure which
is too low, poor performance could result. If the pressure is too
high, unpleasant exhaust odor may result.
Idle Air Control (IAC)
The diagnosis of Idle Air Control (IAC) can be found in
SECTION 4.
If the IAC valve is disconnected or connected with the
engine running, the idle RPM may be wrong. The IAC valve
may be reset by disconnecting negative battery terminal for
10 seconds then reconnect battery cable, turn key “ON,” engine
“OFF” for 5 seconds then turn key “OFF” for 10 seconds.
The IAC valve affects only the idle characteristics of the
engine. If it is open fully, too much air will be allowed in the
manifold and idle speed will be high. If it is stuck closed, too
little air will be allowed in the manifold, and idle speed will be
too low. If it is stuck part way open, the idle may be rough, and
will not respond to engine load changes.
Fuel Pump Circuit
Diagnostic Trouble Code (DTC) 54 indicates a failure in
the fuel pump circuit.
The fuel pump relay has a connector pigtail located near
the relay to assist in testing the system. By applying voltage at
this terminal, it can be determined if the fuel pump will operate.
This terminal will also prime the fuel line to the TBI unit.
 Refer to CHART A-5 for diagnosis of the fuel pump relay
circuit.
An inoperative fuel pump will cause a “no start” condition.
A fuel pump which does not provide enough pressure can result
in poor performance.
An inoperative fuel pump relay can result in long cranking
times, particularly if the engine is cold. The oil pressure switch
will turn “ON” the fuel pump, as soon as oil pressure reaches
about 28 kPa (4 psi).
ENGINE COOLANT TEMPERATURE (ECT)
SEN SO R
Diagnostic Trouble Code (DTC) 14 or DTC 15 indicates a
failure in the engine coolant temperature sensor circuit.
Most scan tools display engine temperature in degrees
centigrade. After engine is started, the temperature should rise
steadily to about 90°C then stabilize when thermostat opens.
MANIFOLD ABSOLUTE PRESSU RE (MAP)
SEN SO R
Diagnostic Trouble Code (DTC) DTC 33 or DTC 34
indicates a failure in the MAP sensor circuit. Also refer to
“MAP Output Check Diagnosis” to check the MAP sensor if
there is no DTC.
OXYGEN SENSO R
Diagnostic Trouble Code (DTC) 13 indicates an open in
the oxygen sensor circuit. DTC 44 indicates a shorted oxygen
sensor circuit. DTC 45 indicates a high voltage in the oxygen
sensor circuit. If a DTC is set, the engine will always run in the
“Open Loop” mode. On heated oxygen sensors the value will
drop lower towards 0 as the sensor heater inside the sensor
warms up.
Normal scan voltage varies between 100 mV to 999 mV (.1
and 1.0 volt) while in “Closed Loop.” DTC 13 sets in one
minute if voltage remains between .35 and .55 volt, but the
system will go “Open Loop” in about 15 seconds.
Using the scan, observe the long term fuel trim values at
different RPM and air flow conditions to determine when
DTC 44 or DTC 45 may have been set. If the condition for
DTC 44 exists, the long term fuel trim values will be around
150. If the condition for DTC 45 exists, the long term fuel trim
values will be around 115.
If the heated oxygen sensor pigtail wiring, connector or
terminal is damaged, the entire oxygen sensor assembly must
be replaced. Do not attempt to repair 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 air
reference is obtained by way of the oxygen sensor signal and
heater wires. Any attempt to repair the wires, connectors or
terminals could result in the obstruction of the air reference and
degraded oxygen sensor performance.
THROTTLE POSITION (TP) SEN SO R
When a Diagnostic Trouble Code (DTC) 21 or 22 is set, the
PCM will use an artificial value for throttle position and some
engine performance will return.
A broken TP sensor can cause intermittent bursts of fuel
from the injector(s) and an unstable idle because the PCM
thinks the throttle is moving.
A scan tool reads throttle position in volts and should read
about .60 with the throttle closed, ignition “ON” or at idle.
Voltage should increase at a steady rate as throttle is moved
toward Wide Open Throttle (WOT).
Scan TP signal while depressing accelerator pedal with
engine stopped and ignition “ON.” Display should vary from
below .85 volt (850 mV) when throttle was closed, to over
4.5 volts (4500 mV) when throttle is held at wide open throttle
position.
TP Sensor Output
This check should be performed when TP sensor attaching
parts have been replaced. A Tech 1 can be used to read the TP
signal output voltage, or:
1. Connect digital voltmeter J 39200 or equivalent, from
TP sensor connector terminal “B” (BLK wire) to
terminal “C” (DK BLU wire). Jumpers for terminal
access can be made using terminals “ 1214836” and
“ 12014837”.
2. With ignition “ON,” engine stopped, the TP sensor
voltage should be less than .85 volt if more than
.85 volt verify free throttle movement. If still more
than .85 volt, replace TP sensor.
3. Remove the voltmeter and jumpers, reconnect the TP
sensor connector to the sensor.
VEHICLE SPEED SEN SO R (VSS)
Refer to SECTION 10 for “Diagnosis.”
EGR SYSTEM KNOCK SEN SO R (KS) SYSTEM
Diagnostic Trouble Code (DTC) 32 indicates that there is a DTC 43 sets if there is an open or short to ground in the
failure in the EGR system circuit. circuit.
If the conditions for DTC 43 are present, the scan will
IDLE SPEED always display “YES.” There should not be a knock at idle
unless an internal engine problem, or a system problem exists.
Refer to SECTION 4 for Idle Air Control (IAC)
check. SYSTEM OVER VOLTAGE
• System too lean (High air/fuel ratio) - Idle speed may be
too high or too low. Engine speed may vary up and down, DTC 53 sets if there is voltage greater than 17.1 volts for
disconnecting IAC does not help. May set DTC 44. two seconds at PCM terminal “E l6”. This indicates that there is
Scan tool and/or voltmeter will read an oxygen sensor a basic generator problem.
output less than 300 mV (.3 volt). Check for low regulated
fuel pressure or water in fuel. A lean exhaust with a Heated TRANSMISSION RANGE (TR) PRESSU R E
Oxygen Sensor (H 02S ) output fixed above 800 mV SWITCH
(.8 volt) will be a contaminated sensor, usually silicone.
This may also set a DTC 45. Refer to SECTION 10.
• System too rich (Low air/fuel ratio) - Idle speed too low.
Scan counts usually above 80. System obviously rich and DISTRIBUTOR REFERENCE SIGNAL
may exhibit black exhaust smoke. Scan tool and/or
voltmeter will read a Heated Oxygen Sensor (H 02S) The distributor reference signal is covered in SECTION 6.
signal fixed above 800 mV (.8 volt).
A/C SIGNAL
Ignition Control (IC)
Refer to “A/C Signal Diagnosis.”
When the system is running on the DI control module, that
is, no voltage on the bypass line, the DI control module grounds EXHAUST SYSTEM
the Ignition Control (IC) signal. The PCM expects to see no
voltage on the IC line during this condition. If it sees a voltage, Refer to “Restricted Exhaust System Check.”
it sets DTC 42 and will not go into the IC mode.
When the RPM for IC is reached (about 400 RPM), and
bypass voltage is applied, the IC should no longer be grounded
in the DI control module so the IC voltage should be varying.
If the bypass line is open or grounded, the DI control
module will not switch to IC mode so the IC voltage will be low
and DTC 42 will be set.
If the IC line is grounded, the DI control module will
switch to IC, but because the line is grounded there will be no
IC signal. A DTC 42 will be set.
DTC 42 sets if there is an open or a short to ground in the
IC or bypass circuit.
BLANK
 PCM

CHART A-1
NO MIL (SERVICE ENGINE SOON)
Circuit Description:
There should always be a steady Malfunction Indicator Lamp (MIL) when the ignition is “ON” and engine stopped. Battery
voltage is supplied to the lamp. The PCM will control the lamp and turn it “ON” by providing a ground path through CKT 419 to
the PCM.

Chart Test Description: Number(s) below refer to
circled number(s) on the diagnostic chart.
1. This step will isolate the problem in CKT 419.
2. If CKTs 440 and 439 have voltage, the PCM connections,
grounds, or PCM are faulty.
Using a test light connected to 12 volts, probe each of the
system ground circuits to be sure a good ground is present.
Refer to PCM terminal end view in this section for PCM
pin locations of ground circuits.
Diagnostic Aids: If the engine runs OK, check:
• Faulty light bulb.
• CKT 419 open, shorted to ground or open fuse.
If the engine cranks but will not run, check:
• Continuous battery-fuse or fusible link open.
• PCM ignition fuse open.
• Battery CKT 440 to PCM open.
• Ignition CKT 439 to PCM open.
• Poor connection to PCM.
 CHART A-1
NO MIL (SERVICE ENGINE SOON)

AFTER REPAIRS,” CONFIRM “CLOSED LOOP” OPERATION AND NO MIL (SERVICE ENGINE SOON). 3 . 1 .9 3
PS 16518-6E
 PCM
TO OIL PRESS SW „
& FUEL PUMP RELAY
B+
JUNCTION BLOCK
\ ECM-B
--------------------------------- 440 ORN BATTERY FEED
+ \j-
20A MALFUNCTION INDICATOR LAMP
FUSE #4 — (M,L) MIL CONTROL
— 39 PNK -419 BRN/WHT-
10A
IGNITION
SWITCH ECM-I
439 PNK IGNITION FEED
BATTERY 20A
■448 WHT/BLK- DIAGNOSTIC TEST
DIAGNOSTIC
TEST TERMINAL -451 BLK/WHT- SYSTEM GROUND

B k
DATA LINK
CONNECTOR
(DLC)
o N1
o
GROUND
800 TAN SERIAL DATA

REFER TO CONTROL MODULE WIRING DIAGRAMS IN SECTION 3 5-25-94

PS 17105

CHART A-2
NO SERIAL DATA OR WILL NOT FLASH DTC 12
MIL (SERVICE ENGINE SOON) “ON” STEADY
Circuit Description:
There should always be a steady Malfunction Indicator Lamp (MIL) when the ignition is “ON” and engine stopped. Battery
voltage is supplied to the lamp. The PCM will turn the lamp “ON” by grounding MIL control circuit at the PCM.
With the diagnostic terminal grounded, the MIL should flash a DTC 12, followed by any Diagnostic Trouble Code(s) [DTC(s)]
stored in memory.
A steady MIL suggests a short to ground in the MIL control circuit, or an open in diagnostic test circuit.

Chart Test Description: Number(s) below refer to
circled number(s) on the diagnostic chart.
1. If there is a problem with the PCM that causes a scan tool
to not read serial data, then the PCM should not flash a
DTC 12. If DTC 12 does flash, be sure that the Tech 1 scan
tool is working properly on another vehicle. If the scan is
functioning properly and serial data circuit is OK, the
PROM (MEM-CAL) may be at fault for the No serial
data symptom.
2. If the lamp goes “OFF” when the PCM connector is
disconnected, then MIL control circuit is not shorted
to ground.
3. This step will check for an open diagnostic test circuit.
4. At this point the MIL (Service Engine Soon) wiring is OK.
The problem is a faulty PCM or PROM (MEM-CAL). If
DTC 12 does not flash, the PCM should be replaced using
the original PROM (MEM-CAL). Replace the PROM
(MEM-CAL) only after trying a new PCM, because a
defective PROM (MEM-CAL) is an unlikely cause of
the problem.
 CHART A-2
NO SERIAL DATA OR WILL NOT FLASH DTC 12
MIL (SERVICE ENGINE SOON) “ON” STEADY

IGNITION “ON.” ENGINE “OFF.”

IS THE MIL “ON”?

YES NO
ZZEZ z m _____
• GROUND DIAGNOSTIC TERMINAL.
DOES MIL FLASH DTC 12?
[ ^ L T£ ^ L A
d]

YES
z t=
© •
•
IGNITION “OFF.”
DISCONNECT PCM CONNECTORS. ©
•
•
IF PROBLEM WAS NO SERIAL DATA:
CHECK SERIAL DATA CIRCUIT FOR OPEN
• IGNITION “ON” AND NOTE OR
MIL (SERVICE ENGINE SOON). SHORT TO GROUND
OR
SHORT TO VOLTAGE BETWEEN PCM AND
DLC. IF OK, IT IS A FAULTY PCM
OR
PROM (MEM-CAL).

I LIGHT “OFF” LIGHT “ON’

..... I
• IGNITION “OFF.” REPAIR SHORT TO
® • RECONNECT PCM. GROUND IN MIL
• IGNITION “ON,” ENGINE STOPPED. CONTROL CIRCUIT.
• DIAGNOSTIC TERMINAL NOT GROUNDED.
• BACKPROBE PCM, DIAGNOSTIC TEST
CIRCUIT WITH TEST LIGHT TO GROUND.

NO DTC 12 DTC 12
I
© •
•
CHECK PROM (MEM-CAL) FOR PROPER INSTALLATION.
IF OK, REPLACE PCM USING ORIGINAL PROM (MEM-CAL).
CHECK FOR OPEN IN DLC DIAGNOSTIC
TERMINALS “B” AND DIAGNOSTIC TEST
• RECHECK FOR DTC 12. CIRCUIT TO PCM.
IF OK, CHECK FOR OPEN IN DLC TERMINAL
“A” TO PCM AND PCM GROUND CIRCUIT.

NO DTC 12 DTC 12
■ ~ ... = 1-----
REPLACE PROM (MEM-CAL). SYSTEM OK.

5-13-94
MS 9970-6E
 CHART A-3
ENGINE CRANKS BUT WILL NOT RUN
TBI
Circuit Description:
This chart assumes that battery condition and engine cranking speed are OK, and there is adequate fuel in the tank. This chart
should be used on engines using the Model 220 throttle body.
Chart Test Description: Number(s) below refer to
circled number(s) on the diagnostic chart.
1. A MIL (Service Engine Soon) “ON” is a basic test to
determine if there is a 12 volt supply and ignition 12 volts
to PCM. No serial data may be due to a PCM problem and
CHART A-2 will diagnose the PCM. If TP sensor is over
2.5 volts the engine may be in the clear flood mode which
will cause starting problems. If coolant sensor is below
-30°C, the PCM will provide fuel for this extremely cold
temperature which will severely flood the engine.
2. Voltage at the spark plug is checked using spark tester tool
(J 26792). No spark indicates a basic ignition problem.
3. While cranking engine there should be no fuel spray with
injectors disconnected. Replace an injector if it sprays fuel
or drips like a leaking water faucet.
4. Use an injector test light like BT-8320, to test each injector
circuit. A blinking light indicates the PCM is controlling
the injectors.
5. This test will determine if there is fuel pressure at the
injectors and that the injectors are operating.
Diagnostic Aids: If no trouble is found in the fuel pump
circuit or ignition system and the cause of a “Engine Cranks
But Will Not Run” has not been found, check for:
• Fouled spark plugs.
• EGR valve stuck open.
• Low fuel pressure. Refer to CHART A-6.
• Water or foreign material in the fuel system.
• A grounded CKT 423 Ignition Control (IC) may cause
a “No Start” or a “Start then Stall” condition.
• Basic engine problem.
The PCM has integrated IC circuits that are fault protected,
therefore, if a circuit has failed, the integrated IC may not be
damaged and will keep the circuit open until the fault in the
circuit has been corrected. When the fault has been corrected,
reinstall PCM and check circuit. Replace PCM only if the
circuit is still inoperative.
 CHART A-3
IF DTC 54 IS STORED, U SE THAT CHART FIRST.
ENGINE CRANKS BUT WILL NOT RUN
TBI

o IGNITION “ON” - IF MIL “SERVICE ENGINE SOO N” IS “OFF,” REFER TO CHART A-1.
INSTALL SCAN TOOL - IF “NO SERIAL DATA,” SE E CHART A-2.
CHECK THE FOLLOWING:
• TP SIGNAL - IF OVER 2.5V AT CLOSED THROTTLE, S E E DTC 21.
• ECT SEN SO R - IF BELOW -30°C, S E E DTC 15.
IGNITION “OFF” FOR 10 SECONDS. IGNITION “ON.”
• LISTEN FOR FUEL PUMP TO RUN. DOES IT?

YES NO
=L=
© • DISCONNECT ONE SPARK PLUG WIRE.
• INSTALL A SPARK TESTER (J 26792)
f REFER TO FUEL PUMP RELA y I
CIRCUIT CHART A-5.
• CRANK ENGINE AND CHECK FOR SPARK.
DID SPARK OCCUR?

YES NO
=3=
RECONNECT SPARK PLUG WIRE. r REFER TO DISTRIBUTOR IGNITION "I
® DISCONNECT INJECTOR CONNECTORS. L (DI)_SYSTEM_CHECK_IN S E C T I O N ^
CRANK ENGINE.
IS THERE FUEL SPRAY FROM ONE OR BOTH
INJECTORS?

1
| NO YES
~~1
• CONNECT INJECTOR TEST LIGHT TO ONE INJECTOR HARNESS FAULTY INJECTOR
© CONNECTOR. SEAL OR INJECTOR
• CRANK ENGINE.
• REPEAT TEST ON OTHER CONNECTOR.
DOES INJECTOR TEST LIGHT BLINK ON BOTH TESTS?

YES NO
~~1— ~nz
© • RECONNECT INJECTOR CONNECTORS.
• CRANK ENGINE.
f REFER TO INJECTOR CIRCU IT1,
L ^ j ^ O S I S C H A R Jj^ '4 ^ _____ j
IS THERE FUEL SPRAY FROM BOTH
INJECTORS?

Y ES ONE ONLY NO
zxz
NO TROUBLE FOUND. S E E FAULTY INJECTOR IGNITION “OFF.”
“DIAGNOSTIC AIDS.” INSTALL FUEL P RESSU RE GAGE, REFER TO FUEL
SYSTEM PRESSURE TEST IN SECTION 4A.
IGNITION “ON.”
FUEL PRESSU RE SPECIFICATIONS. FUEL PRESSURE SHOULD BE WITHIN SPECIFICATIONS.
7.4 ENGINES - THE PR ESSU RE SHOULD BE
179-220 kPa (26 TO 32 psi).
ALL OTHER ENGINES SHOULD BE 62-90 kPa YES NO
(9 TO 13 psi) HZ X
FAULTY INJECTORS f R E F E R TO FU EL S Y S T E M "]
J^D IAG N O SIS^H A RT A - 6 ^ J

5-11-93
7S 3778-6E
 CHART A-4
INJECTOR CIRCUIT DIAGNOSIS
TBI
Circuit Description:
This chart should only be used if diagnosis in CHART A-3 indicated an injector circuit problem.

Chart Test Description: Number(s) below refer to Diagnostic Aids: The PCM has integrated IC circuits
circled number(s) on the diagnostic chart. that are fault protected, therefore, if a circuit has failed, the
1. This test will determine if the ignition control module is integrated IC may not be damaged and will keep the circuit
generating a reference pulse or the wiring is at fault or if open until the fault in the circuit has been corrected. When the
the PCM is at fault. By touching and removing a test light fault has been corrected, reinstall PCM and check circuit.
connected to 12 volts to IC reference high circuit, a Replace PCM only if the circuit is still operative.
reference pulse should be generated. If injector test light
blinks, the PCM and wiring are OK.
2. This step tests for 12 volts to the injector. It will also
determine if there is a short to voltage on the PCM side of
the circuit.
3. This test checks for continuity to the PCM.
 PCM

CHART A-5
FUEL PUMP RELAY CIRCUIT DIAGNOSIS
Circuit Description:
When the ignition switch is turned “ON,” the control module will turn “ON” the in-tank fuel pump. It will remain “ON” as long
as the engine is cranking or running, and the PCM is receiving distributor reference pulses. If there are no reference pulses, the PCM
will shut “O F F ’ the fuel pump within 2 seconds after ignition “ON” or engine stops.
On 4.3L, 5.0L and 5.7L applications the pump will deliver fuel to the TBI unit where the system pressure is controlled to about
62 to 90 kPa (9 to 13 psi). Excess fuel is then returned to the fuel tank.
On 7.4L applications the pump will deliver system pressure that is controlled to about 179-220 kPa (26 to 32 psi). Excess fuel is
then returned to the fuel tank.

Chart Test Description: Number(s) below refer to
circled number(s) on the diagnostic chart.
1. This procedure applies direct voltage to run the fuel pump.
If the pump runs, it may be a fuel pump relay circuit
problem which the following step will locate.
2. This step checks voltage from the battery and the ground
circuit to the relay.
3. This test determines if there is voltage from the PCM
terminal, “F6” to the relay connector.
4. This step completes the fuel pump relay circuit but if this
diagnosis was used because the engine would not run then
the oil pressure switch should also be diagnosed.
Diagnostic Aids: The PCM has integrated circuits that
are fault protected, therefore, if a circuit has failed, the
integrated circuits may not be damaged and will keep the circuit
open until the fault has been corrected. When the fault has been
corrected, reinstall PCM and check circuit. Replace PCM only
if the circuit is still operative.
 INJECTORS PRESSURE CONSTANT
INJECTORS REGULATOR BLEED

FLEXIBLE
HOSE

RETURN
LINE

FUEL PUMP
FEED HOSE
IN-TANK
PUMP
FUEL FILTER

PRESSURE
LINE

J 29658-D
FUEL PRESSURE FUEL PUMP
GAGE KIT STRAINER
P S 16521

CHART A-6
FUEL SYSTEM DIAGNOSIS
TBI
Circuit Description:
When the fuel pump is running, fuel is delivered to the injector(s) and then to the regulator where the system pressure is
controlled to about 62 to 90 kPa (9 to 13 psi) on 4.3L, 5.0L and 5.7L applications.
On 7.4L applications the pump will deliver system pressure that is controlled to about 179-220 kPa (26 to 32 psi). Excess fuel is
then returned to the fuel tank.

Chart Test Description: Number(s) below refer to
circled number(s) on the diagnostic chart.
1. Pressure, but less than minimum specifications falls into
two areas:
• Regulated pressure but less than minimum specifications -
Amount of fuel to injector OK but pressure is too low.
System will run lean and may set DTC 44. Also, hard
starting cold and poor overall performance.
• Restricted flow causing pressure drop - Normally, a
vehicle with a fuel pressure of less than minimum
specification at idle will not be driveable. However, if
the pressure drop occurs only while driving, the
engine could surge and stop when pressure is too low.
• If pressure builds slowly or vehicle is hard starting
when cold, the fuel could be draining back into fuel
tank. The check valve is diagnosed in this step.
2. Restricting the outlet side of the gage allows the pump to
develop its maximum pressure (dead head pressure). With
battery voltage applied to the pump “test” terminal, fuel
pressure should rise above maximum specification as the
pressure gage outlet hose is gradually pinched.
3. This test determines if the high fuel pressure is due to a
restricted fuel return line or a throttle body pressure
regulator problem.
Diagnostic Aids: Fuel system is under pressure. To
avoid fuel spillage, refer to procedures in SECTION 4 for testing
or making repairs requiring disassembly of fuel lines or fittings.
 CHART A-6
FUEL SYSTEM DIAGNOSIS
• IGNITION “OFF” FOR TEN SECONDS. TBI
• IGNITION “ON.” LISTEN FOR IN-TANK FUEL PUMP. WITH
IGNITION “ON,” PUMP SHOULD RUN FOR 2 SECONDS.
FUEL P R ESSU RE SPECIFICATION ON
7.4 ENGINES FUEL P RESSU RE
SHOULD BE 179 TO 220 kPa (26 TO 32
YES NO
PSI) ALL OTHERS ARE 62 TO 90 kPa
(9 to 13 PSI).
IGNITION “OFF.” ["SE E FUEL PUMP RELAY*]
CHECK FOR ADEQUATE FUEL LEVEL IN-TANK. ]_CIRCUIJ£HART A-5.____
RELIEVE FUEL PRESSURE.
INSTALL P R ESSU RE GAGE A S OUTLINED IN
SECTION 4 (AN OUTLET OF FUEL FILTER).
INSTALL FUSED 12 VOLTS TO FUEL PUMP “TEST”
TERMINAL, NOTE PRESSU RE WITHIN 2 SECONDS.

FUEL PRESSU RE IS BELOW OR ABOVE FUEL PRESSU RE IS WITHIN

PR ESSU RE SPECIFICATION WITHIN 2 SECONDS. P R ESSU RE SPECIFICATION
I
NO PROBLEM FOUND

L E S S THAN P RESSU RE SPECIFICATION FUEL PRESSURE WITHIN ABOVE PRESSU RE

I SPEC. BUT, LONG CRANK SPECIFICATION
INSTALL PR ESSU RE GAGE TIMES BEFORE STARTING. 1
© ON INLET SIDE OF FUEL
FILTER AND REINSTALL IGNITION “OFF.” DISCONNECT INJECTOR
FILTER OUTLET LINE. APPLY FUSED 12 VOLTS © CONNECTOR.
APPLY FUSED 12 VOLTS TO TEST TERMINAL AND DISCONNECT FUEL RETURN
TO TEST TERMINAL. WAIT FOR PRESSURE TO LINE FLEXIBLE HOSE.
NOTE PRESSURE. BUILD. ATTACH 5/16 I.D. FLEX HOSE
DISCONNECT JUMPER TO THROTTLE BODY SIDE
AND PINCH OFF FUEL OF RETURN LINE. INSERT
L E S S THAN PRESSU RE ABOVE PRESSU RE RETURN LINE.SOME THE OTHER END IN AN
SPECIFICATION SPECIFICATION PRESSURE SHOULD APPROVED GASOLINE
HOLD FOR AT LEAST 30 CONTAINER.
• IGNITION “OFF.” REPLACE SECONDS. NOTE FUEL PRESSU RE
© • DISCONNECT INJECTOR. FILTER AND DOES IT? WITHIN 2 SECO N D S AFTER
• APPLY FUSED 12 VOLTS RECHECK. IGNITION “ON.”
TO FUEL PUMP TEST
CONNECTOR. YES NO
• GRADUALLY PINCH
PR ESSU RE GAGE OUTLET NO CHECK FOR ABOVE WITHIN
HOSE AND NOTE TROUBLE LEAKING FUEL PRESSU RE SPECIFICATION
PRESSURE. FOUND. PUMP FEED SPECIFICATION
REFER TO HOSE. I ... LOCATE AND
SECTION 2. n CHECK FOR CORRECT
IF OK RESTRICTED RESTRICTED
ABOVE PRESSU RE PRESSURE, BUT LESS H Z FUEL LINE FUEL RETURN
SPECIFICATION THAN PRESSU RE FUEL PUMP IS BETWEEN LINE TO TANK.
SPECIFICATION GAGE AND
............... FAULTY.
RETURN LINE
REPLACE PRESSU RE I (LEAKING,
CHECK VALVE FLEXIBLE
REGULATOR ASSY. CHECK FOR RESTRICTED FUEL
INSIDE PUMP). HOSE.
LINE FROM FUEL TANK TO GAGE
OR FAULTY IN-TANK 1
- FUEL PUMP. IF LINE OK, REPLACE
- COUPLING HOSE. PR ESSU RE REGULATOR
- PUMP INLET FILTER. ASSY.
- WRONG FUEL PUMP.
5-10-93
PS 17896
 MANIFOLD ABSOLUTE PRESSURE (MAP) OUTPUT CHECK
Circuit Description:
The Manifold Absolute Pressure (MAP) sensor measures the changes in the intake manifold pressure which result from engine
load (intake manifold vacuum) and RPM changes; and converts these into a voltage output. The PCM sends a 5 volt reference
voltage to the MAP sensor. As the manifold pressure changes, the output voltage of the sensor also changes. By monitoring the
sensor output voltage, the PCM knows the manifold pressure. At lower pressure output voltage will be about 1 to 2 volts at idle.
While at higher pressure or at Wide Open Throttle (WOT) output voltage will be about 4 to 4.8 volts. The MAP sensor is also used,
under certain conditions, to measure barometric pressure, allowing the PCM to make adjustments for different altitudes. The PCM
uses the MAP sensor to control fuel delivery and ignition timing.

Chart Test Description: Number(s) below refer to 3. Check vacuum hose to sensor for leaking or restriction. Be
circled number(s) on the diagnostic chart. sure that no other vacuum devices are connected to the
MAP hose. Refer to Section 1 for vacuum hose routing.
| 9 | Important NOTICE: Make sure electrical connector remains
• Be sure to use the same diagnostic test equipment for all securely fastened.
measurements.
4. Disconnect sensor from bracket and twist sensor by hand
1. Checks MAP sensor output voltage to the PCM. This (only) to check for intermittent connection. Output
voltage, without engine running, represents a barometer changes greater than .1 volt indicate a bad connector or
reading to the PCM. connection. If OK, replace sensor.
• When comparing Tech 1 scan readings to a known
good vehicle, it is important to compare vehicles that
use a MAP sensor having the same color insert or
having the same “Hot Stamped” number. Refer to
figures on facing page.
2. Applying 34 kPa (10" Hg) vacuum to the MAP sensor
should cause the voltage to change. Subtract second
reading from the first. Voltage value should be greater than
1.5 volts. Upon applying vacuum to the sensor, the change
in voltage should be instantaneous. A slow voltage change
indicates a faulty sensor.
 MANIFOLD ABSOLUTE PRESSURE (MAP)
OUTPUT CHECK

NOTICE: THIS CHART ONLY APPLIES TO MAP SE N SO R S

HAVING GREEN OR BLACK COLOR KEY INSERT (SEE BELOW).

U P

COLOR
KEYED INSERT
LS 8963-6E

5-1-92
 PCM

5-26-94
N S 14276

A/C SIGNAL DIAGNOSIS

Circuit and Test Description:
Turning “ON” the air conditioning supplies CKT 59 battery voltage to the A/C compressor clutch and to terminal “E l2” of the
PCM connector to increase and maintain idle speed.
The PCM does not control the A/C compressor clutch, therefore, if A/C does not function, refer to the A/C section of the service
manual for diagnosis of the system.
If A/C is operating properly and idle speed dips too low when the A/C compressor turns “ON” or flares too high when the A/C
compressor turns “OFF,” check for an open CKT 59 to the PCM. If circuits are OK, it is a faulty PCM connector terminal “E12”
or PCM.
 RESTRICTED EXHAUST SYSTEM CHECK
Proper diagnosis for a restricted exhaust system is essential before any components are replaced.

CHECK AT HEATED OXYGEN SENSO R

(H02S):
1. Carefully remove H 02S.
2. Install exhaust backpressure tester (J 35314-A) in place of
H 02S (see illustration).
3. After completing test described below, be sure to coat threads
of H 02S with anti-seize compound P/N 5613695 or
equivalent prior to re-installation.

DIAGNOSIS:
1. With the engine idling at normal operating temperature, observe the exhaust system backpressure reading on the gage.
Reading should not exceed 8.6 kPa (1.25 psi).
2. Increase engine speed to 2000 RPM and observe gage. Reading should not exceed 20.7 kPa (3 psi).
3. If the backpressure at either speed exceeds specification, a restricted exhaust system is indicated.
4. Inspect the entire exhaust system for a collapsed pipe, heat distress, or possible internal muffler failure.
5. If there are no obvious reasons for the excessive backpressure, the catalytic converter is suspected to be restricted and
should be replaced using current recommended procedures.
8-18-93
NS 13992
 DIAGNOSTIC TROUBLE CODE (DTC) IDENTIFICATION
The MIL (Service Engine Soon) will be “ON” if an emission malfunction exists. If the malfunction clears, the lamp will go
“O F F ’ and the DTC will be stored in the PCM. Any DTCs stored will be cleared if no problem recurs within 50 engine starts.

Important
• All DTCs with the sign * are transmission related DTCs and have descriptions, diagnostic charts are in SECTION 10A
(4L60E) or 10B (4L80E). Remember, always start with the lowest numerical engine DTC first. When diagnosing some
engine DTCs, other transmission symptoms can occur.

DTC NUMBER AND SECTION DTC NUMBER AND SECTION

NAME NAME
DTC 13 - Oxygen 0 2 S Sensor 3A DTC 35 - IAC Error 3A
Circuit (Open Circuit)
*DTC 37 - Brake Switch Stuck 10A/10B
DTC 14 - Engine Coolant “ON”
Temperature (ECT) Sensor 3A
Circuit Low (High Temperature *DTC 38 - Brake Switch Stuck 10A/10B
Indicated) “OFF”

DTC 15 - Engine Coolant *DTC 39 - Torque Converter 10/B

Temperature (ECT) Sensor 3A Clutch (TCC) Stuck OFF
Circuit High (Low Temperature
Indicated)
DTC 42 - Ignition 3A
Control (IC) Error
DTC 16 - VSS Buffer Fault 3A
DTC 43 - Knock Sensor (KS) 3A
DTC 21 - Throttle Position (TP) 3A Circuit
Sensor Circuit High
(Signal Voltage High) DTC 44 - Lean Exhaust 3A

DTC 22 - Throttle Position (TP) 3A DTC 45 - Rich Exhaust 3A

Sensor Circuit Low
(Signal Voltage Low) DTC 51 - PROM (MEM-CAL) 3A
Error
*DTC 24 - Vehicle Speed Sensor 10A/10B
(VSS) Circuit Low (Trans Output 3A/3B *DTC 52 - System Voltage High 10A/10B
Speed Signal) Long

*DTC 53 - System Voltage High 10A/10B

*DTC 28 - Transmission Range 10A/10B
(TR) Pressure Switch Assembly
DTC 54 - Fuel Pump Relay 3A
Circuit (Low Voltage)
DTC 32 - Exhaust Gas 3A
Recirculation (EGR) Error DTC 55 - Faulty PCM 3A

DTC 33 - Manifold Absolute 3A *DTC 58 - Transmission Fluid 10A/10B

Pressure (MAP) Sensor Circuit Temperature (TFT) Sensor
High (Low Vacuum) Circuit Low (High Temperature
Indicated)

DTC 34 - Manifold Absolute 3A *DTC 59 - Transmission Fluid 10A/10B

Pressure (MAP) Sensor Circuit Temperature (TFT) Sensor
Low (High Vacuum) Circuit High (Low Temperature
Indicated)
 DIAGNOSTIC TROUBLE CODE (DTC) IDENTIFICATION
The MIL (Service Engine Soon) will be “ON” if an emission malfunction exists. If the malfunction clears, the lamp will go
“O F F ’ and the DTC will be stored in the PCM. Any DTCs stored will be cleared if no problem recurs within 50 engine starts.

| 9 | Important
• All DTCs with the sign * are transmission related DTCs and have descriptions, diagnostic charts are in SECTION 10A
C4L60E') or 10B MLSOEV Remember, alwavs start with the lowest numerical engine DTC first. When diagnosing some
engine DTCs, other transmission symptoms can occur.

DTC NUMBER AND SECTION DTC NUMBER AND SECTION

NAME NAME
*DTC 66 - 3-2 Control 10A *DTC 85 - Undefined 10B
Solenoid Circuit Fault Ratio Error

*DTC 67 Torque Converter 10A *DTC 86 - Low Ratio 10B

Clutch (TCC) Solenoid Error
Circuit Fault
*DTC 87 - High Ratio 10B
*DTC 68 - Trans Component 10B Error
Slipping

*DTC 69 - Torque Converter 10A/10B

Clutch (TCC) Stuck “ON”

*DTC 72 - Vehicle Speed 10A/10B

Sensor (VSS) Circuit Loss
(Trans Output Speed Signal)

*DTC 73 - Pressure Control 10A/10B

Solenoid (PCS) Fault (Current
Error)

*DTC 74 - Transmission 10B

Input Speed (TIS) Sensor
Circuit

*DTC 75 - System Voltage 10A/10B

Low

*DTC 79 - Transmission 10A/10B

Fluid Over temp

*DTC 8 1 - 2 - 3 Shift Solenoid 10A/10B

Circuit Fault

*DTC 8 2 - 1 - 2 Shift Solenoid 10A/10B

Circuit Fault

*DTC 83 - Torque Converter 10B

Clutch (TCC) Pulse Width
Modulated (PWM) Solenoid
Circuit

5-10-93
PS 17022
 PCM

A10 OXYGEN SENSOR (02S)

SIGNAL

OXYGEN SENSOR (02S)

E l GROUND

3-3-92
N S 14254

DTC 13
OXYGEN SENSOR (02S) CIRCUIT
(OPEN CIRCUIT)
Circuit Description:
The PCM applies a bias voltage of approximately 450 millivolts (350-550 mV is normal bias voltage) between terminals “A10”
and “A12”. The Oxygen Sensor (0 2 S ) varies the voltage within a range of about 1 volt if the exhaust is rich, and down to about
.010 volt if exhaust is lean. DTC 13 is set when the voltage does not vary on 02 S signal circuit within a predetermined amount of time.
The sensor is like an open circuit and produces no voltage when it is below 315°C (600°F). An open sensor circuit, or a cold
sensor causes “Open Loop” operation.

DTC 13 Will Set When: • 0 2 S signal voltage steady between .35 and .55 volt.
• Engine has been running longer than 2 minutes. • All conditions must be met for about 2 minutes.
• Engine Coolant Temperature (ECT) greater
70°C (158°F).
• Throttle Position (TP) signal has been above 5%.
Action Taken (PCM will default to): The Malfunction Indicator Lamp (MIL) will illuminate and system will go into
“Open Loop.”

DTC 13 Will Clear When: Conditions for fault are no longer present and Tech 1 “clear DTCs” function is used or
50 ignition switch keycycles have passed with no further faults or ignition switch is turned “O FF’ and battery feed voltage is
removed for ten seconds.

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. This test verifies operating temperature and “Closed Loop”
conditions.
2. This will determine if the sensor is at fault.
3. For this test use J 39200. This test checks the continuity of
0 2 S signal circuit and 0 2 S ground circuit. If 02S ground
circuit is open, the voltage on CKT 412 will be over .6 volt
(600 mV).
Diagnostic Aids: Normal Tech 1 scan tool voltage
varies between 100 mV to 1000 mV (.1 and 1.0 volt), while in
“Closed Loop.” DTC 13 sets in one minute if voltage remains
between .35 and .55 volt, however the system will go “Open
Loop” in about 15 seconds.
Refer to “Intermittents” in SECTION 2.
 DTC 13
OXYGEN SEN SO R (02S) CIRCUIT
(OPEN CIRCUIT)

5-12-94
M S 9966-6E
 PCM

HEATED OXYGEN SENSOR (HQ2S)

HEATED OXYGEN
- BLK - C -412 PPL — j A10 SENSOR (H02S)
SIGNAL
W HT- B 150 BLK -
413 TAN — I A12 HEATED OXYGEN
HEATING SENSOR (H02S)
ELEMENT WHT - A - 539 PNK- GROUND

TO ENG-I ENGINE
IGNITION"^" GROUND
SWITCH 20A

5-25-94
PS 17390

DTC 13
HEATED OXYGEN SENSOR (H02S) CIRCUIT
(OPEN CIRCUIT)
Circuit Description:
The PCM applies a bias voltage of approximately 450 millivolts (350-550 mV is normal bias voltage) between terminals “A 10”
and “A12”. The Heated Oxygen Sensor (H 02S ) varies the voltage within a range of about 1 volt if the exhaust is rich, and down to
about .010 volt if exhaust is lean. DTC 13 is set when the voltage does not vary on CKT 412 within a predetermined amount of time.
The sensor is like an open circuit and produces no voltage when it is below 315°C (600°F). An open sensor circuit, or a cold
sensor causes “Open Loop” operation.

DTC 13 Will Set When:

• Engine has been running longer than 2 minutes. • H 02S signal voltage steady between .35 and .55 volt.
• Engine Coolant Temperature (ECT) greater than 70°C • All conditions must be met for about 2 minutes.
(158°F).
• Throttle Position (TP) signal has been above 5%.
Action Taken (PCM will default to): The Malfunction Indicator Lamp (MIL) will illuminate and system will go into
“Open Loop.”

DTC 13 Will Clear When: Conditions for fault are no longer present and Tech 1 “clear DTCs” function is used or
50 ignition switch keycycles have passed with no further faults or ignition switch is turned “OFF* and battery feed voltage is
removed for ten seconds.

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. This test verifies operating temperature and “Closed Loop”
conditions.
2. This test checks the oxygen sensor’s heating element. The
heating element resistance should be 3.5 ohms at 20°C
(68°F) or 14 ohms at 350°C (662°F).
3. This will determine if the sensor is at fault.
4. For this test use J 39300. This test checks the continuity of
CKT 412 and CKT 413. If CKT 413 is open, the voltage on
CKT 412 will be over .6 volt (600 mV).
5. If the fuse was open, check the wiring diagram for
complete wiring circuit.
Diagnostic Aids: If the oxygen sensor heaters are not
operating properly, system may go into “Open Loop” after
extended idle.
Normal Tech 1 scan tool voltage varies between 100 mV to
1000 mV (.1 and 1.0 volt), while in “Closed Loop.” DTC 13
sets in one minute if voltage remains between .35 and .55 volt,
however the system will go “Open Loop” in about 15 seconds.
Refer to “Intermittents” in SECTION 2.
An oxygen supply inside the H 02S is necessary for proper
H02S operation. This supply of oxygen is supplied through the
H02S wires. All H02S wires and connections should be
inspected for breaks or contamination that could prevent
reference signal from reaching the H02S.
 DTC 13
HEATED OXYGEN SEN SO R (H02S)
CIRCUIT
(OPEN CIRCUIT)
ENGINE AT NORMAL OPERATING
© TEMPERATURE (ABOVE 80°C/176°F).
RUN ENGINE ABOVE 1200 RPM FOR TWO
MINUTES.
DOES SCAN TOOL INDICATE “CLOSED LOOP”?

NO YES
= c I
IGNITION “OFF.” DTC 13 IS INTERMITTENT. IF NO
DISCONNECT OXYGEN SEN SO R HARNESS ADDITIONAL DTCs WERE STORED,
CONNECTOR. REFER TO “DIAGNOSTIC AIDS.”
CONNECT TEST LIGHT BETWEEN HARNESS
TERMINALS “A ” AND “B ”.
IGNITION “ON.”
IS TEST LIGHT “ON”?

YES NO
HZ 3 1
• MEASURE RESISTANCE BETWEEN OXYGEN CONNECT TEST LIGHT TO HARNESS
© SEN SO R TERMINALS “A ” AND “B ”. TERMINAL “A ” AND GROUND.
IS RESISTANCE BETWEEN 3.5 OHMS AND 14 O HM S? IS TEST LIGHT “ON”?

YES NO | NO | YES

• JUMPER H ARN ESS CKT 412 (PCM SIDE) TO FAULTY FAULTY CONNECTION FAULTY
© GROUND. HEATED © OR CONNECTION OR
• SCAN TOOL SHOULD DISPLAY H02S VOLTAGE OXYGEN OPEN OR SHORTED OPEN CKT 150.
BELOW .2 VOLT (200 mV) WITH ENGINE SENSOR. POWER FEED
RUNNING. CIRCUIT TO H02S.
DOES IT?

1_
NO YES
m I
© • REMOVE JUMPER.
• IGNITION “ON,” ENGINE “OFF.”
FAULTY HEATED OXYGEN SEN SO R
CONNECTION
OR
• CHECK VOLTAGE OF CKT 412 (PCM SIDE) AT OXYGEN
SEN SO R HA RN ESS CONNECTOR USING A J 39200. SENSOR.

.3-.6 VOLT OVER .6 VOLT LESS THAN .3

(300 - 600 mV) (600 mV) VOLT (300 mV)
I ... I I
FAULTY PCM. OPEN CKT 413 OPEN CKT 412
OR OR
FAULTY CONNECTION FAULTY CONNECTION
OR OR
FAULTY PCM. FAULTY PCM.

1-20-94
MS 11849
 PCM

ENGINE
COOLANT
TEMPERATURE
(ECT) SENSOR

DTC 14
ENGINE COOLANT TEMPERATURE (ECT) SEN SO R CIRCUIT LOW
(HIGH TEMPERATURE INDICATED)
Circuit Description:
The Engine Coolant Temperature (ECT) sensor is a thermistor that controls the signal voltage to the PCM. The PCM applies a
voltage on ECT signal circuit to the sensor. When the engine is cold, the sensor (thermistor) resistance is high, therefore the PCM
will see a high signal voltage.
As the engine warms, the sensor resistance becomes less and the voltage drops. At normal engine operating
temperature (85°C to 95°C), the voltage will measure about 1.5 to 2.0 volts.

DTC 14 Will Set When: Signal voltage indicates about .4 volts or an engine coolant temperature above 135°C (270°F) for
more than 1 second.

Action Taken (PCM will default to): The Malfunction Indicator Lamp (MIL) will illuminate, and transmission TCC
will apply early.

DTC 14 Will Clear When: Conditions for fault are no longer present and Tech 1 “clear DTCs” function is used or 50
ignition switch keycycles have passed with no further faults or ignition switch is turned “O FF’ and battery feed voltage is removed
for ten seconds.

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. This test verifies coolant temperature display.
2. This test will determine if ECT signal circuit is shorted to
ground which will cause the condition for DTC 14.
Diagnostic Aids: Check harness routing for a potential
short to ground in ECT signal circuit.
Tech 1 scan tool displays engine temperature in degrees
centigrade and fahrenheit. After engine is started, the
temperature should rise steadily to about 90°C (194°F) then
stabilize when thermostat opens.
Refer to “Intermittents” in SECTION 2.
The ‘Temperature to Resistance Value” scale at the right may
be used to test the coolant sensor at various temperature levels to
evaluate the possibility of a “skewed” (mis-scaled) sensor. A
“skewed” sensor could result in poor driveability complaints.
 DTC 14
ENGINE COOLANT TEMPERATURE
(ECT) SEN SO R CIRCUIT LOW
(HIGH TEMPERATURE INDICATED)

DOES SCAN TOOL DISPLAY ENGINE COOLANT

© TEMPERATURE OF 130°C (266°F) OR HIGHER?

X
YES NO
T I
© DISCONNECT ENGINE COOLANT
TEMPERATURE SENSOR.
DTC 14 IS INTERMITTENT. IF NO ADDITIONAL
DTCs WERE STORED, REFER TO
SCAN TOOL SHOULD DISPLAY COOLANT “DIAGNOSTIC AIDS.”
TEMPERATURE BELOW -30°C (-22°F).
DOES IT?

YES NO

REPLACE ENGINE COOLANT ECT SIGNAL CIRCUIT SHORTED TO GROUND

TEMPERATURE SENSOR. OR
ECT SIGNAL CIRCUIT SHORTED TO SEN SO R
GROUND CIRCUIT
OR
DIAGNOSTIC AID FAULTY PCM.

ENGINE COOLANT SEN SO R

TEMPERATURE VS. RESISTANCE VALUES

(APPROXIMATE)
°C °F OHMS
100 212 177
90 194 241
80 176 332
70 158 467
60 140 667
50 122 973
45 113 1188
40 104 1459
35 95 1802
30 86 2238
25 77 2796
20 68 3520
15 59 4450
10 50 5670
5 41 7280
0 32 9420
-5 23 12300
-10 14 16180
-15 5 21450
-20 -4 28680
-30 -22 52700
-40 -40 100700

5-13-94
M S 9972-6E
 PCM

ENGINE
COOLANT
TEMPERATURE
(ECT) SENSOR

DTC 15
ENGINE COOLANT TEMPERATURE (ECT) SEN SO R CIRCUIT HIGH
(LOW TEMPERATURE INDICATED)
Circuit Description:
The Engine Coolant Temperature (ECT) sensor is a thermistor that controls the signal voltage to the PCM. The PCM applies a
voltage on ECT signal circuit to the sensor. When the engine is cold, the sensor (thermistor) resistance is high, therefore the PCM
will see a high signal voltage.
As the engine warms, the sensor resistance becomes less and the voltage drops. At normal engine operating temperature (85°C
to 95°C), the voltage will measure about 1.5 to 2.0 volts.

DTC 15 Will Set When: signal voltage indicates 4.9 volts or an engine coolant temperature less than -33°C (-27°F) for
more than 2 seconds.

Action Taken (PCM will default to): The Malfunction Indicator Lamp (MIL) will illuminate, and transmission TCC
will apply early.

DTC 15 Will Clear When: Conditions for fault are no longer present and Tech 1 “clear DTCs” function is used or
50 ignition switch keycycles have passed with no further faults or ignition switch is turned “O FF’ and battery feed voltage is
removed for ten seconds.

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. This test verifies coolant temperature display.
2. This test simulates a DTC 14. If the PCM recognizes the
low signal voltage (high temperature), and the Tech 1 scan
tool reads 130°C or above, the PCM and wiring are OK.
3. This test will determine if ECT signal circuit is open. There
should be 5 volts present at sensor connector when
measured with a J 39200.
Diagnostic Aids: A Tech 1 scan tool reads engine
temperature in degrees centigrade and fahrenheit. After engine
is started, the temperature should rise steadily to about 90°C
(194°F) then stabilize when thermostat opens.
A faulty connection, or an open in ECT signal circuit or
ECT ground circuit will result in a DTC 15.
Refer to “Intermittents” in SECTION 2.
The ‘Temperature To Resistance Value” scale at the right
may be used to test the coolant sensor at various temperature
levels to evaluate the possibility of a “skewed” (mis-scaled)
sensor. A “skewed” sensor could result in poor driveability
complaints.
 DTC 15
ENGINE COOLANT TEMPERATURE (ECT) SEN SO R CIRCUIT HIGH
(LOW TEMPERATURE INDICATED)

DIAGNOSTIC AID
ENGINE COOLANT SEN SO R

TEMPERATURE VS. RESISTANCE VALUES

(APPROXIMATE)
°C °F OHMS
100 212 177
90 194 241
80 176 332
70 158 467
60 140 667
50 122 973
45 113 1188
40 104 1459
35 95 1802
30 86 2238
25 77 2796
20 68 3520
15 59 4450
10 50 5670
5 41 7280
0 32 9420
-5 23 12300
-10 14 16180
-15 5 21450
-20 -4 28680
-30 -22 52700
-40 -40 100700
5-12-94
M S 9965-6E
 PCM

821 PPL/WHT —
VSS
-822 LT GRN/BLK-

VEHICLE SPEED SENSOR

VSS INPUT C7
GROUND C8 — 451 BLK/WHT -------------------^ G R O U N D *
FUSE #18
IGNITION FEED C9 441 BRN ---- --------- A > - -► IG N IT IO N
10A SWITCH
C10
VEHICLE SPEED VSS OUTPUT VEHICLE SPEED
SIGNAL BUFFER C11 — 1716 DK BLU SIGNAL
VSS INPUT C12
I------
TRANSMISSION
TRANS OUTPUT C13 - 437 BRN
£E OUTPUT SPEED
C14

VSS OUTPUT C15 — 389 DK GRN TO SPEEDO

4-18-94
PS 17376

DTC 16
VSS BUFFER FAULT
(4L60E TRANSMISSION ONLY)
Circuit Description:
This DTC concerns a loss of 2002 pulses per mile to the PCM terminal “F13”. This may be caused by loss of power to the VSS
buffer or an open or grounded signal line.

DTC 16 Will Set When:

• Less than 2 mph. • MAP less than 27 kPa.
• 1400 to 5000 RPM. • CKT 1716 open or grounded.
• Throttle angle less than 2%. • All conditions must be met for more than 2 seconds.
• ECT greater than 60°C.
Action Taken (PCM will default to): None

DTC 16 Will Clear When: Conditions for fault are no longer present and Tech 1 “clear DTCs” function is used or
50 ignition switch keycycles have passed with no further faults or ignition switch is turned “O FF’ and battery feed voltage is
removed for ten seconds.

DTC Chart Test Description: Number(s) below Diagnostic Aids: Check connections at VSS buffer and
refer to circled number(s) on the diagnostic chart. PCM. Refer to SECTION 10 if DTC 24 or DTC 72 is also set.
1. This tests for B+ at VSS buffer.
2. This tests for proper ground path for vehicle speed sensor
signal buffer.
3. This tests for vehicle speed sensor signal buffer signal
to PCM.
4. This test checks for faulty connections and a faulty
VSS buffer.
 DTC 16
V SS BUFFER FAULT
(4L60E TRANSMISSION ONLY)

NOTE: VERIFY OPERATION OF SPEEDOMETER.

REPAIR SPEEDO IF INOP. IF OK CONTINUE WITH DIAGNOSIS.

3-31-94
PS 17375
 PCM

— 416 GRY --------j F14 H vAW

A A A / -® VOLTS
V V - reference
THROTTLE
POSITION (TP) 417DKBLU ------- 1 A15 TP SENSOR SIGNAL
SENSOR
452 BLK B3 SENSORGROUND

1 - 2 6 -9 4
PS 16991

DTC 21
THROTTLE POSITION (TP) SEN SO R CIRCUIT HIGH
(SIGNAL VOLTAGE HIGH)
Circuit Description:
The Throttle Position (TP) sensor provides a voltage signal that changes relative to the throttle blade angle. Signal voltage will
vary from about .5 volt at idle to about 4.0 volts at Wide Open Throttle (WOT).
The TP signal is one of the most important inputs used by the PCM for fuel control and for most of the PCM control outputs.

DTC 21 Will Set When:

• Engine running. • All conditions met for greater than 4 seconds.
• TP sensor signal voltage is greater than or equal to 4.9
volts at Wide Open Throttle (WOT).
Action Taken (PCM will default to): The Malfunction Indicator Lamp (MIL) will illuminate, transmission TCC will
not apply, high transmission line pressure, fixed shift points, hard shifts and no fourth gear in hot mode.

DTC 21 Will Clear When: Conditions for fault are no longer present and Tech 1 “clear DTCs” function is used or
50 ignition switch keycycles have passed with no further faults or ignition switch is turned “O F F ’ and battery feed voltage is
removed for ten seconds.

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. Verifies TP signal display.
2. With the TP sensor disconnected, the TP signal voltage
should go low if the PCM and wiring are OK.
3. Probing TP sensor ground circuit with a test light checks
the 5 volt return circuit.
Diagnostic Aids: A Tech 1 scan tool reads throttle
position in volts and should read about .5 to 1.25 volts with
throttle closed and ignition “ON” or at idle. Voltage should
increase at a steady rate as throttle is moved toward WOT.
Also some Tech 1 scan tools will read throttle angle .0% =
closed throttle 100% = WOT.
Refer to SECTION 2 for “Intermittents.”
Scan TP signal while depressing accelerator pedal with
engine stopped and ignition “ON.” Display should vary from
below 1.25 volts (1250 mV) when throttle was closed, to over
4.0 volts (4000 mV) when throttle is held at Wide Open
Throttle (WOT) position.
 DTC 21
THROTTLE POSITION (TP) SEN SO R CIRCUIT HIGH
(SIGNAL VOLTAGE HIGH)

5-13-94
 PCM

A A A A ^ .5 VOLTS
416 GRY
A { B L r-v W V V - R E F E R E N c e
THROTTLE <> _
_
POSITION (TP)
SENSOR
C 417DKBLU -Oil TP SENSOR SIGNAL
B ---- 452 BLK SENSORGROUND

1 - 2 6 -9 4
PS 16991

DTC 22
THROTTLE POSITION (TP) SEN SO R CIRCUIT LOW
(SIGNAL VOLTAGE LOW)
Circuit Description:
The Throttle Position (TP) sensor provides a voltage signal that changes relative to the throttle blade. Signal voltage will vary
from about .5 volt at idle to about 4.0 volts at Wide Open Throttle (WOT).
The TP signal is one of the most important inputs used by the PCM for fuel control and for most of the PCM control outputs.

DTC 22 Will Set When:

• Engine running. • TP signal voltage is less than .15 volts for more than
4 seconds.
Action Taken (PCM will default to): The Malfunction Indicator Lamp (MIL) will illuminate, transmission TCC will
not apply, high transmission line pressure, harsh shifts, fixed shift points and no fourth gear in hot mode.

DTC 22 Will Clear When: Conditions for fault are no longer present and Tech 1 “clear DTCs” function is used or
50 ignition switch keycycles have passed with no further faults or ignition switch is turned “OFF” and battery feed voltage is
removed for ten seconds.

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. Verifies TP signal display.
2. Simulates DTC 21: (high voltage) If the PCM recognizes
the high signal voltage the PCM and wiring are OK.
3. This step determines a poor connection or faulty TP sensor.
4. This simulates a high signal voltage to check for an open in
TP sensor signal circuit.
Diagnostic Aids: A Tech 1 scan tool reads throttle
position in volts and should read about .5 to 1.25 volts with
throttle closed and ignition “ON” or at idle. Voltage should
increase at a steady rate as throttle is moved toward WOT.
An open or short to ground in 5 volt reference circuit or TP
sensor signal circuit will result in a DTC 22.
Refer to SECTION 2 for “Intermittents.”
Scan TP sensor while depressing accelerator pedal with
engine stopped and ignition “ON.” Display should vary from
below 1.25 volts (1250 mV) when throttle was closed, to over
4.0 volts (4000 mV) when throttle is held at Wide Open
Throttle (WOT) position.
 DTC 22
THROTTLE POSITION (TP) SEN SO R CIRCUIT LOW
_____________ (SIGNAL VOLTAGE LOW)

5-17-94
 PCM

821 PPL/WHT —
VSS
-822 LT GRN/BLK-

VEHICLE SPEED SENSOR

VSS INPUT C7
„ TO ENGINE
GROUND C8 451 BLK/WHT GROUND
FUSE #18
TO
IGNITION FEED C9 441 BRN ------ IGNITION
10A SWITCH
C10
VEHICLE SPEED VSS OUTPUT VEHICLE SPEED
SIGNAL BUFFER C11 — 1716 DK BLU SIGNAL
VSS INPUT C12

TRANS OUTPUT C13 — 437 BRN F12 TRANSMISSION

OUTPUT SPEED
C14

VSS OUTPUT C15 — 389 DK GRN TO SPEEDO

4-18-94
PS 17376

DTC 24
VEHICLE SPEED SEN SO R (VSS)
(MANUAL TRANSMISSION ONLY)
Circuit Description:
The Vehicle Speed Sensor (VSS) circuit consists of a magnetic induction type sensor, Vehicle Speed Sensor (VSS) buffer and
wiring. Gear teeth pressed on the outside diameter of the output carrier assembly induce an alternating current in the sensor. On two
wheel drive vehicles, this current is transmitted to the vehicle speed signal buffer where it is passed on to the PCM. The VSS buffer
compensates for various axle ratios and converts the signal to a square wave for use by the speedometer, cruise control and antilock
brake system. Since vehicle speed is taken from the transfer case on four wheel drive vehicles, the transmission vehicle speed sensor
signal on these units goes directly to the PCM. DTC 24 will set when vehicle speed is more than 7 MPH for over 10 seconds while
vehicle speed buffer pulses equal zero.

DTC Chart Test Description: Number(s) below Diagnostic Aids: Check all connections especially at
refer to circled number(s) on the diagnostic chart. the transmission pass-thru connector. Refer to “Intermittents”
1. Verifies power and ground to VSS buffer module. in SECTION 2.
2. The first test checks the vehicle speed sensor signal to
the PCM.
3. Test two checks the vehicle speed sensor signal to the
digital ratio adapter.
4. Test three directly verifies the vehicle speed sensor signal.
 DTC 24
VEHICLE SPEED SEN SO R (VSS)
(MANUAL TRANSMISSION ONLY)

©
 TO EGR VALVE

ENG-I
TO
IGNITION 20A
SWITCH

DTC 32
EXHAUST GAS RECIRCULATION (EGR) ERROR
4.3L, 5.0L, 5.7L (BACKPRESSURE)
Circuit Description:
The PCM operates a solenoid to control the Exhaust Gas Recirculation (EGR) valve. This solenoid is normally closed. By
providing a ground path, the PCM energizes the solenoid which then allows vacuum to pass to the EGR valve.

DTC 32 Will Set When: The PCM monitors EGR effectiveness by de-energizing the EGR control solenoid, thereby,
shutting “O F F ’ vacuum to the EGR valve diaphragm. With the EGR valve closed, and 02S fluctuating normally, fuel integrator
counts will be greater than they were during normal EGR operation. If the change is not within the calibrated window, after failing
the test twice a DTC 32 will be set.
The PCM will check EGR operation when:
• Throttle position between 10% and 25% angle. • Max short term fuel trim less than 6 counts for
• Steady throttle with no more than 2% change in 3.2 seconds.
throttle. • Desired EGR command greater than 93%.
• Above 32 mph “Closed Loop” operation. • MAP above 15 kPa or less than 47.5 kPa.
Action Taken (PCM will default to): The Malfunction Indicator Lamp (MIL) will illuminate.

DTC 32 Will Clear When: Conditions for fault are no longer present and Tech 1 “clear DTCs” function is used or
50 ignition switch keycycles have passed with no further faults or ignition switch is turned “O FF’ and battery feed voltage is
removed for ten seconds.

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. By commanding the EGR solenoid “ON,” vacuum is
applied to the EGR valve and the vacuum should hold.
2. When the diagnostic terminal is ungrounded, the vacuum
to the EGR valve should bleed off through a vent in the
solenoid and the valve should close. The gage may or may
not bleed off but this does not indicate a problem.
3. This test will determine if the electrical control part of the
system is at fault, or if the connector or solenoid is at fault.
4. This system uses a negative backpressure valve which
should hold vacuum with engine “OFF.”
5. When engine is started, exhaust backpressure should
causes vacuum to bleed off and valve should fully close.
Diagnostic Aids: Before replacing PCM, use an
ohmmeter and check the resistance of each PCM controlled
relay and solenoid coil.
Refer to “PCM Wiring Diagram” for coil terminal ID of
solenoid(s) and relay(s) to be checked.
Replace any solenoid where resistance measures less than
20 ohms.
 DTC 32
BEFORE USING THIS CHART, CHECK VACUUM SOU RCE TO
EGR SOLENOID, ALSO CHECK HO SES FOR LEA KS OR
RESTRICTIONS. SHOULD BE AT LEAST 24 kPa (7" Hg)
EXHAUST GAS RECIRCULATION
VACUUM AT 2000 RPM. (EGR) ERROR
4.3L, 5.0L, 5.7L (BACKPRESSU RE)
• DISCONNECT EGR SOLENOID VACUUM LINE FROM
o THROTTLE BODY.
• IGNITION “ON,” ENGINE STOPPED.
• INSTALL A HAND-HELD VACUUM PUMP WITH GAGE
TO THROTTLE BODY SIDE OF EGR SOLENOID.
• APPLY VACUUM AND O BSERVE EGR VALVE
DIAPHRAGM.
• VALVE SHOULD MOVE.
DOES IT?

YES NO

© • WITH THE TECH SCAN TOOL, COMMAND EGR

SOLENOID “OFF.”
• CONNECT VACUUM PUMP TO EGR VALVE
SIDE OF HARNESS.
• VACUUM SHOULD BLEED “OFF” AND VALVE • APPLY VACUUM AND O BSERV E VALVE.
SHOULD CLOSE. • VALVE SHOULD MOVE.
DOES IT? DOES IT?

YES YES NO
IE X
© •
•
IGNITION “OFF.”
CONNECT A
© DISCONNECT
SOLENOID
DISCONNECT EGR
ELECTRICAL
FAULTY VACUUM
HOSE TO EGR
VACUUM PUMP TO ELECTRICAL CONNECTOR. VALVE
EGR VALVE. CONNECTOR. CONNECT TEST LIGHT OR
• USING A MIRROR, DOES VACUUM BETWEEN HARNESS FAULTY VALVE.
OBSERVE EGR BLEED OFF? CONNECTOR
DIAPHRAGM WHILE TERMINALS.
APPLYING VACUUM. IGNITION “ON,” ENGINE
• DIAPHRAGM YES NO “OFF.”
SHOULD MOVE ~~r~ ~T~ TEST LIGHT SHOULD
FREELY AND HOLD CKT435 REPLACE LIGHT.
VACUUM FOR AT SHORTED TO SOLENOID. DOES IT?
LEAST 20 SECONDS. GROUND
DOES IT? OR
FAULTY PCM.

Y ES NO YES
IE ~~r ZE
© • APPLY VACUUM TO EGR VALVE.
• START ENGINE AND IMMEDIATELY
CONNECT TEST LIGHT
BETWEEN HARNESS
FAULTY SOLENOID
CONNECTION
O BSERVE VACUUM GAGE ON TERMINAL “A” AND OR
VACUUM PUMP. GROUND. FAULTY
• VALVE IS GOOD IF DIAPHRAGM HAS SOLENOID.
MOVED TO SEATED POSITION
(VALVE CLOSED) AND VACUUM
DROPPED WHILE STARTING ENGINE.

VACUUM DROPPED NO VACUUM DROP NO LIGHT LIGHT

■ .... ... ............. 1 1 .. ~i '
BE SURE VACUUM HOSE • R EM O V EEG R REPAIR OPEN REPAIR OPEN
BETWEEN SOLENOID AND EGR VALVE. CKT 539. CKT435. IF NOT
VALVE IS OK. (NO LEAKS OR • CHECK PASSA G ES OPEN, IT IS A
RESTRICTIONS) IF NO FOR BEING FAULTY PCM.
PROBLEM IS FOUND, THE EGR PLUGGED. IF NOT
CIRCUIT IS OK. PLUGGED, REPLACE
VALVE.
 DTC 32
EXHAUST GAS RECIRCULATION (EGR) ERROR
(PORT)
Circuit Description:
The PCM operates a solenoid to control the Exhaust Gas Recirculation (EGR) valve. This solenoid is normally closed. By
providing a ground path, the PCM energizes the solenoid which then allows vacuum to pass to the EGR valve.

DTC 32 Will Set When: The PCM monitors EGR effectiveness by de-energizing the EGR control solenoid, thereby,
shutting “O F F ’ vacuum to the EGR valve diaphragm. With the EGR valve closed, and 0 2 S fluctuating normally, fuel integrator
counts will be greater than they were during normal EGR operation. If the change is not within the calibrated window, after failing
the test three times a DTC 32 will be set.
The PCM will check EGR operating when:
• Throttle position between 6% and 30% angle.
• Steady throttle with no more than 4% change in throttle.
• Above 60 mph “Closed Loop” operation.
• Max short term fuel trim less than 6 counts for 3.2 seconds.
• Desired EGR command greater than 62.5%.
• MAP above 15 kPa or less than 60 kPa.

Action Taken (PCM will default to): The Malfunction Indicator Lamp (MIL) will illuminate.

DTC 32 Will Clear When: Conditions for fault are no longer present and Tech 1 “clear DTCs” function is used or 50
ignition switch keycycles have passed with no further faults or ignition switch is turned “O FF’ and battery feed voltage is removed
for ten seconds.

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. With the ignition “ON,” engine stopped, the solenoid
should not be energized and vacuum should not pass to the
EGR valve. Energizing the solenoid will allow vacuum to
pass to the valve.
2. Checks for plugged EGR passages. If passages are
plugged, the engine may have severe detonation on
acceleration.
3. The vehicle must be driven during this test in order to
produce sufficient engine load to operate the EGR.
Lightly accelerating (approximately 1/4 throttle) will
produce a large and stable enough reading to determine if
the PCM is commanding the system “ON.”
Diagnostic Aids: Before replacing the PCM, use an
ohmmeter and check the resistance of each PCM controlled
relay and solenoid coil.
Refer to “PCM Wiring Diagram” for coil terminal
identification of solenoid(s) and relay(s) to be checked.
Replace any solenoid where resistance measures less than
20 ohms.
The EVRV solenoid cannot be diagnosed by an electrical
check, because of the solid state circuitry involved.
 DTC 32
IF ANY OTHER DTCs ARE STORED, DIAGNOSE THEM FIRST.
IF VEHICLE EXHIBITS A ROUGH OR INCORRECT IDLE, REPAIR EXHAUST GAS RECIRCULATION
IDLE COMPLAINT FIRST. REFER TO “DRIVEABILITY SYMPTOM S”
IN SECTION 2.
(EGR) ERROR
____________ (PORT)_____________

o
 PCM

PS 17625

DTC 32
EGR ERROR (4.3 ONLY)
(LINEAR EXHAUST GAS RECIRCULATION (EGR) SYSTEM)
Circuit Description:
The PCM operates the linear EGR valve to control exhaust gas recirculation, by providing a ground control that commands the
pintle valve away from its seat allowing exhaust gas through the valve.

DTC 32 Will Set When: The PCM monitors EGR effectiveness by de-energizing the EGR control, thereby, shutting “O FF’
the EGR valve. With the EGR valve closed, and H 02S fluctuating normally, fuel integrator counts will be greater than they were
during normal EGR operation. If the change is not within the calibrated window, after failing the test three times a DTC 32 will be set.
The PCM will check EGR operation when:
• Throttle position between 10% and 50% angle.
• Steady throttle with no more than 2.7% change in throttle.
• Above 32 mph “Closed Loop” operation.
• Max short term fuel trim greater than 4 counts for 3 seconds.
• Desired EGR command equals 50%.
• MAP above 50 kPa or less than 7.5 kPa.

Action Taken (PCM will default to): The PCM will turn “ON” the Malfunction Indicator Lamp (MIL).

DTC 32 Will Clear When: Conditions for fault are no longer present and Tech 1 “clear DTCs” function is used or
50 ignition switch keycycles have passed with no further faults or ignition switch is turned “O FF’ and battery feed voltage is
removed for ten seconds.

DTC Chart Test Description: Number(s) below Diagnostic Aids: Before replacing p c m , use an
refer to circled number(s) on the diagnostic chart. ohmmeter and check the resistance of each PCM controlled
1. This step checks the pintle’s ability to be commanded to relay and solenoid coil.
the desired position. With J 39200, check resistance of EGR pins.
2. This step checks for voltage to the linear EGR valve to A to E 7.8 - 8.6Q
verify if the problem is in the ignition feed circuit. B to D Above 3k
3. This checks the PCM control circuit by jumpering across D to C From .7 to 4.0k when
the EGR control circuit and ignition feed circuit with a test slowly moving pintle
light and grounding the diagnostic connector to command valve inward
the EGR “ON.”
©
• SET PARKING BRAKE AND BLOCK DRIVE WHEELS. DTC 32
• INSTALL TECH 1 SCAN TOOL.
• VERIFY PARK/NEUTRAL (P/N) SWITCH OPERATION. EGR ERROR
• ENGINE SPEED 1500 RPM.
• COMMAND EGR TO 25%.
(LINEAR EXHAUST G A S
DID ACTUAL EGR POSITION GO TO 25%? RECIRCULATION (EGR) SYSTEM)

NO Y ES
HZ = r=
IS ACTUAL EGR POSITION 0 % ? CHECK EGR P A SSA G ES AND
EGR VALVE FOR BLOCKAGE.
IF OK, DTC 32 INTERMITTENT.
YES NO REFER TO “DIAGNOSTIC AIDS.”
m = HZ
WITH EGR COMMANDED TO 25% DID • WITH J 39200 CHECK RESISTANCE
EGR DUTY CYCLE GO TO 100%? FROM EGR TERMINAL “A” TO “E ”
RESISTANCE 7.8 - 8.6ft.

Y ES NO YES NO

DISCONNECT EGR DISCONNECT EGR EGR CONTROL CIRCUIT REPLACE

© VALVE HARNESS CONNECTOR GROUNDED EGR VALVE.
ELECTRICAL PROBE SEN SO R GROUND OR
CONNECTOR. CIRCUIT WITH A TEST FAULTY PCM. REFER TO
KEY “ON,” ENGINE LIGHT CONNECTED TO “DIAGNOSTIC AIDS.”
“OFF.” 12 VOLT.
WITH TEST LIGHT IS TEST LIGHT “ON”?
CONNECTED TO
GROUND, PROBE YES NO
TERMINAL “E ” OF ~~1—
EGR HARNESS
I
WITH J 39200 CHECK SENSOR GROUND CIRCUIT OPEN
CONNECTOR.
FOR VOLTAGE ON OR
PINTLE POSITION FAULTY PCM. REFER TO “DIAGNOSTIC AIDS.
SIGNAL CIRCUIT.

LE SS THAN .5 VOLT GREATER THAN .5 VOLT

.1 i . .I . , . . . " : "" ;
FAULTY EGR VALVE. REPAIR SHORT TO VOLTAGE ON
PINTLE POSITION SIGNAL CIRCUIT.

I LIGHT “ON” LIGHT “OFF”

x ------- I
• CONNECT TEST LIGHT BETWEEN HARNESS REPAIR OPEN OR SHORT
© CONNECTOR TERMINALS “A” AND “E ”. TO GROUND IN IGNITION
• GROUND DIAGNOSTIC TERMINAL. FEED CIRCUIT.

LIGHT “ON” LIGHT “OFF’

X I
• REMOVE EGR VALVE. OPEN EGR CONTROL CIRCUIT
• CONNECT J 39200 A C R O SS PINTLE POSITION OR
SIG N AL CIRCUIT AND SEN SO R GROUND CIRCUIT. FAULTY PCM. REFER TO
• SLOWLY PUSH IN ON THE PINTLE VALVE. “DIAGNOSTIC AIDS.”
RESISTANCE SHOULD CHANGE FROM .70 TO 4.0KQ.

NO YES
X 2 =
REPLACE EGR VALVE. OPEN OR SHORTED PINTLE POSITION SIGNAL
CIRCUIT
OR
FAULTY PCM. REFER TO “DIAGNOSTIC AIDS."

5-23-94
PS 16526
 DTC 33
MANIFOLD ABSOLUTE PRESSURE (MAP) SEN SO R CIRCUIT HIGH
(SIGNAL VOLTAGE HIGH - LOW VACUUM)
Circuit Description:
The Manifold Absolute Pressure (MAP) sensor responds to changes in manifold pressure (vacuum). The PCM receives this
information as a signal voltage that will vary from about 1-1.5 volts at closed throttle (idle) to 4-4.6 volts at Wide Open Throttle
(WOT) (low vacuum).

DTC 33 Will Set When:

• RPM greater than 400.
• MAP signal voltage is too high (vacuum less than 68 kPa).
• Throttle position is less than 2%.
• These conditions exist longer than 5 seconds.
• Engine misfire or a low unstable idle may set DTC 33.

Action Taken (PCM will default to): If the MAP sensor fails, the PCM will substitute a MAP value and use the Throttle
Position (TP) sensor and RPM to control fuel delivery and the malfunction indicator lamp will illuminate.

DTC 33 Will Clear When: Conditions for fault are no longer present and Tech 1 “clear DTCs” function is used or
50 ignition switch keycycles have passed with no further faults or ignition switch is turned “O F F ’ and battery feed voltage is
removed for ten seconds.

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. This step will determine if DTC 33 is the result of a hard
failure or an intermittent condition.
2. This step simulates conditions for a DTC 34. If the PCM
recognizes the change, the PCM and 5 volt reference
circuit and MAP signal circuit are OK.
Diagnostic Aids: 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 PCM as an indication of vehicle altitude. Comparison of
this reading with a known good vehicle with the same sensor is
a good way to check accuracy of a “suspect” sensor. Readings
should be the same ± .4 volt.
A DTC 33 will result if sensor ground circuit is open or if
MAP signal circuit is shorted to voltage or to 5V reference
circuit.
If DTC 33 is intermittent, refer to SECTION 2.
• Check all connections.
• Disconnect sensor from bracket and twist sensor
connections. Output changes greater than .1 volt indicates
a bad connector or connection. If OK, replace sensor.
NOTICE: Make sure electrical connector remains
securely fastened.
• Refer to “MAP Output Check” in SECTION 3 for further
diagnosis.
 DTC 33
MANIFOLD ABSOLUTE PRESSURE (MAP) SEN SO R CIRCUIT
HIGH
___________ (SIGNAL VOLTAGE HIGH - LOW V A C U U M )_________
 i
PCM
0 ® (D

-| E14 -----5V REFERENCE

T iiT MAP SIGNAL

SENSORGROUND

1 -1 9 -9 4
PS 16993

DTC 34
MANIFOLD ABSOLUTE PRESSURE (MAP) SEN SO R CIRCUIT LOW
(SIGNAL VOLTAGE LOW - HIGH VACUUM)
Circuit Description:
The Manifold Absolute Pressure (MAP) sensor responds to changes in manifold pressure (vacuum). The PCM receives this
information as a signal voltage that will vary from about 1-1.5 volts at idle to 4-4.6 volts at Wide Open Throttle (WOT).
A Tech 1 scan tool displays manifold pressure in volts. Low pressure (high vacuum) reads a low voltage while a high pressure
(low vacuum) reads a high voltage.
DTC 34 Will Set When: • Engine speed is greater than 1000 RPM.
• When engine is less than 1000 RPM. • Throttle angle over 10%.
• Manifold pressure reading less than 12 kPa. • Manifold pressure less than 12 kPa, conditions
• Conditions met for 1 second. met for 1 second.
OR
Action Taken (PCM will default to): If the MAP sensor fails, the PCM will substitute a fixed MAP value, use the
Throttle Position (TP) sensor and RPM to control fuel delivery and the Malfunction Indicator Lamp (MIL) will illuminate.

DTC 34 Will Clear When: Conditions for fault are no longer present and Tech 1 “clear DTCs” function is used or 50
ignition switch keycycles have passed with no further faults or ignition switch is turned “OFF” and battery feed voltage is removed
for ten seconds.

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. This step determines if DTC 34 is the result of a hard
failure or an intermittent condition.
2. Jumpering harness terminals “B” to “C” (5 volts to signal
circuit) will determine if the sensor is at fault, or if there is
a problem with the PCM or wiring.
3. The Tech 1 scan tool may not display 5 volts. The
important thing is that the PCM recognized the voltage as
more than 4 volts, indicating that the PCM and MAP signal
circuit are OK.
Diagnostic Aids: An intermittent open in MAP signal
circuit or the 5V reference circuit will result in a DTC 34.
With the ignition “ON” and the engine “OFF,” the
manifold pressure is equal to atmospheric pressure and the
signal voltage will be high. This information is used by the
PCM as an indication of vehicle altitude.
Comparison of this reading with a known good vehicle
with the same sensor is a good way to check accuracy of a
“suspect” sensor. Reading should be the same ± .4 volt. Also,
MAP output check in SECTION 3 can be used to test the MAP
sensor.
Refer to “Intermittents,” in SECTION 2.
• Disconnect sensor from bracket and twist sensor by hand
(only) to check for intermittent connections. Output
changes greater than . 1 volt indicates a bad connector or
connection. If OK, replace sensor.
NOTICE: Make sure electrical connector remains
securely fastened.
Refer to “MAP Output Check” in SECTION 3 for further
diagnosis.
 DTC 34
MANIFOLD ABSOLUTE PRESSU RE (MAP) SEN SO R CIRCUIT LOW
(SIGNAL VOLTAGE LOW - HIGH VACUUM)

©
 J.E1A
AIR
FLOW o o
o o PCM
IAC CONNECTOR
IAC COIL " A " HI
-1747 LT BLU/WHT---- A3
IAC COIL *A " LO
- 1748 LT BLU/BLK---- A6
■1749 LT GRN/WHT - A8 IAC COIL "B ” HI

“ 444 LT GRN/BLK - A7 IAC COIL "B " LO

* REFER TO WIRING DIAGRAM 3 -2 5 -9 4

PS 16527

DTC 35
IDLE AIR CONTROL (IAC) ERROR
Circuit Description:
The control module controls engine idle speed with the IAC valve. To increase idle speed, the control module retracts the IAC
valve pintle away from it’s seat, allowing more air to pass by the throttle bore. To decrease idle speed, it extends the IAC valve pintle
towards it’s seat, reducing bypass air flow. A Tech 1 scan tool will read the control module commands to the IAC valve in counts.
Higher the counts indicate more air bypass (higher idle). The lower the counts indicate less air is allowed to bypass (lower idle).
DTC 35 Will Set When: The PCM sees a different reading in desired IAC and actual IAC.
Action Taken (PCM will default to): None. The PCM turns “ON” the Malfunction Indicator Lamp (MIL).
DTC 35 Will Clear When: Conditions for fault are no longer present and Tech 1 “clear DTCs” function is used or 50 ignition
switch keycycles have passed with no further faults or ignition switch is turned “O FF’ and battery feed voltage is removed for
10 seconds.

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. The IAC tester is used to extend and retract the IAC valve.
Valve movement is verified by an engine speed change. If
no change in engine speed occurs, the valve can be retested
when removed from the throttle body.
2. This step checks the quality of the IAC movement in Step 1.
Between 700 RPM and about 1500 RPM, the engine speed
should change smoothly with each flash of the tester light in
both extend and retract. If the IAC valve is retracted beyond
the control range (about 1500 RPM), it may take many
flashes in the extend position before engine speed will begin
to drop. This is normal on certain engines, fully extending
IAC may cause engine stall. This may be normal.
3. Steps 1 and 2 verified proper IAC valve operation while this
step checks the IAC circuits. Each lamp on the node light
should flash red and green while the IAC valve is cycled.
While the sequence of color is not important if either light is
“O FF’ or does not flash red and green, check the circuits for
faults beginning with poor terminal contacts.
IAC VALVE RESET PROCEDURE
• Disconnect negative battery cable for 10 seconds then
reconnect cable battery.
• Key “ON,” engine “OFF.”
• Ignition “O FF’ for 10 seconds.
Diagnostic Aids: A slow, unstable, or fast idle may be
caused by a non-IAC system problem that cannot be overcome
by the IAC valve. Out of control range, IAC Tech 1 scan tool
counts will be above 60 if idle is too low, and zero counts if idle
is too high. The following checks should be made to repair a
non-IAC system problem.
• Vacuum leak (High Idle') - If idle is too high, stop the
engine. Also, check for binding of throttle blade or
linkage.
• System too rich (Low Air/Fuel Ratio) - The idle speed will
be too low.
• Throttle body - Remove IAC valve and inspect bore for
foreign material.
• IAC valve electrical connections - IAC valve connections
should be carefully checked for proper contact.
• Crankcase ventilation valve - An incorrect or faulty
crankcase ventilation valve may result in an incorrect idle
speed.
• A/C compressor or relay failure - Refer to A/C diagnosis if
circuit is shorted to ground.
• If intermittent poor driveability or idle symptoms are
resolved by disconnecting the IAC, carefully recheck
connections, valve terminal resistance or replace IAC.
• Refer to “Rough, Unstable, Incorrect Idle or Stalling” in
SECTION 2.
 DTC 35
Important
• BEFORE CLEARING DTC(s) USE SCAN TOOL TO
IDLE AIR CONTROL (IAC) ERROR
RECORD FREEZE FRAME AND FAILURE RECORDS
FOR REFERENCE, A S DATA WILL BE LOST WHEN
“CLEAR INFO” FUNCTION IS USED.

3-26-94
• 9S 7497-6E
 IDLE SPEED CONTROL ACTUATOR MANIFOLD VACUUM

IDLE SPEED
CONTROL PCM
ACTUATOR
SOLENOID
(N.C.)

ENQ-I
TO
IGNITION- 539 PNK---
SWITCH 20A

5-25-94
PS 16777

DTC 36
IDLE SPEED CONTROL ACTUATOR FAULT
Circuit Description:
The control module grounds CKT 534 when ECT is within range to enable the solenoid, allowing vacuum to retract the idle
speed control actuator and lower the idle to controlled idle specification.

DTC 36 Will Set When:

• Closed loop.
• Idle speed actuater is enabled.
• TP sensor signal voltage stored.
• Idle speed actuator is disabled.
• TP sensor signal voltage stored.
• Difference between the two TP sensor voltage is less than .04 volts for more than 1 second.
• Test is run once per ignition cycle.

Action Taken (PCM will default to): None. (Warm idle speed will be higher than normal when idle speed control
actuator system is inop.)

DTC 36 Will Clear When: Conditions for fault are no longer present and Tech 1 “clear DTCs” function is used or
50 ignition switch keycycles have passed with no further faults or ignition switch is turned “O FF’ and battery feed voltage is
removed ten seconds.

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. Checks to see if a vacuum source is present.
2. Checks to see if idle speed control actuator solenoid is
commanded “ON.”
3. Checks for power to the solenoid, the ground circuit, the
connections at the idle speed control actuator solenoid and
the solenoid itself.
4. Checks for open or grounded CKT 539.
5. Checks for open CKT 543 or faulty control module.
Diagnostic Aids: If BARO is below 68 kPa, a 96 second
reset will result.
If DTC 36 sets, a DTC 35 will usually also set. Repair the
DTC 36 first, clear DTCs and recheck for DTCs.
If IAC counts are at 0, the idle speed control actuator will
disengage and raise idle speed.
 DTC 36
IDLE SPEED CONTROL ACTUATOR
FAULT

3-29-94
PS 16779
 TO PICK-UP
COIL
BLACK
CONN
IGN
GRAY
CONN
IGNITION COIL
TACH
CONNECTOR nn m nm PCM
TO
IGNITION
SWITCH
GRAY
CONN A

A
JU B

■423 WHT- F11 IC CONTROL

p! ! i BLACK A4 IC REFERENCE
-------------430 PPL/WHT-
Pi 1 CONN SET TIMING
CONNECTOR
HIGH

& A — 4E— ---- 453 RED/BLK- B2 IC BYPASS

TO --------- ---------453 BLK/RED- IC REFERENCE
-►INSTRUMENT A5
^ a- PANEL LOW

GRAY CONN
TACH LEAD

3 -2 9 -9 4
PS 16528

DTC 42
IGNITION CONTROL (IC) ERROR
Circuit Description:
When the system is running on the ignition module, that is, no voltage on the bypass line, the ignition module grounds the IC signal.
The PCM expects to see no voltage on the IC line during this condition. If it sees a voltage, it sets DTC 42 and will not go into the IC mode.
When the RPM for IC is reached (about 450 RPM), and bypass voltage is applied, the IC should no longer be grounded in the
ignition module so the IC voltage should be varying.

DTC 42 Will Set When: The bypass line is open or grounded, the ignition module will not switch to IC mode so the IC
voltage will be low and DTC 42 will be set.
If the IC line is grounded, the ignition module will switch to IC, but because the line is grounded there will be no IC signal. A
DTC 42 will be set.

Action Taken (PCM will default to): The PCM turns “ON” the Malfunction Indicator Lamp (MIL). (Possible ignition
bypass mode depending on fault.)

DTC 42 Will Clear When: Conditions for fault are no longer present and Tech 1 “clear DTCs” function is used or 50 ignition
switch keycycles have passed with no further faults or ignition switch is turned “OFF’ and battery feed voltage is removed for ten seconds.

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. This test confirms DTC 42 and that the fault causing the
DTC is present.
2. Checks for a normal IC ground path through the ignition
module. An IC control circuit shorted to ground will also
read less than 500 ohms; however, this will be checked later.
3. As the test light voltage touches IC bypass circuit, the
module should switch causing the ohmmeter to
“overrange” if the meter is in the 100-200 ohm position.
Selecting the 10-20,000 ohms position will indicate above
5000 ohms. The important thing is that the module
“switched.”
4. The module did not switch and this step checks for:
• IC control circuit shorted to ground.
• IC bypass circuit open.
• Faulty ignition module connection or module.
5. Confirms that DTC 42 is a faulty PCM and not an
intermittent in IC control circuit or IC bypass circuit.
Diagnostic Aids: The Tech 1 does not have any ability
to help diagnose a DTC 42 problem.
Refer to SECTION 2 for “Intermittents.”
 DTC 42
IGNITION CONTROL (IC) ERROR

©
 PCM
KNOCK SIGNAL

3 -2 4 -9 4
NS 14247

DTC 43
KNOCK SENSOR (KS) CIRCUIT
(SINGLE KNOCK SENSOR SYSTEM)
Circuit Description:
The DTC 43 circuit consists of a knock sensor with one wire that goes directly to the PCM. There are two DTC 43 checks
performed by the PCM. One check consists of monitoring the knock signal circuit for a voltage that is more than 4.3 volts and less
than .64 volt.

DTC 43 Will Set When: The knock sensor signal is more than 4.5 volts or less than .39 volts for more than 16 seconds.

Action Taken (PCM will default to): The Malfunction Indicator Lamp (MIL) will illuminate.

DTC 43 Will Clear When: Conditions for fault are no longer present and Tech 1 “clear DTCs” function is used or
50 ignition switch keycycles have passed with no further faults or ignition switch is turned “O FF’ and battery feed voltage is
removed for 10 seconds.

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. The first test is to determine if the system is functioning at
the present time.
2. Test two determines the state of the 5 volt reference
voltage applied to the knock sensor circuit.
Diagnostic Aids: The PCM applies 5 volts to knock
signal circuit. A 3.9k ohm resistor in the knock sensor reduces
the voltage to about 2.5 volts. When knock occurs, the knock
sensor produces a small AC voltage that rides on top of the
2.5 volts already applied. An AC voltage monitor in the PCM is
able to read this signal as knock and incrementally retard spark.
For further information, refer to “Intermittents” in
SECTION 2.
 PCM

496 DKBLU -| B15 KNOCK SIGNAL

1-31-94
N S 14244

DTC 43
KNOCK SENSOR (KS) CIRCUIT
(DUAL KNOCK SENSOR SYSTEM)
Circuit Description:
The DTC 43 circuit consists of two knock sensors with one wire that is spliced together and goes directly to the PCM. There is
one DTC 43 check performed by the PCM. The check consists of monitoring CKT 496 for a voltage that is above .63 volt and
below 3 volts.

DTC 43 Will Set When: The knock sensor signal is more than 4.5 volts or less than .39 volts for more than 16 seconds.

Action Taken (PCM will default to): The PCM will turn “ON” the MIL (Malfunction Indicator Lamp).

DTC 43 Will Clear When: Conditions for fault are no longer present and Tech 1 “clear DTCs” function is used or
50 ignition switch keycycles have passed with no further faults or ignition switch is turned “OFF” and battery feed voltage is
removed for ten seconds.

DTC Chart Test Description: Number(s) below Diagnostic Aids: Check CKT 496 for a potential open
refer to circled number(s) on the diagnostic chart. or short to ground.
1. If an audible knock is heard from the engine, repair the Also, check for proper installation of PROM
internal engine problem as normally no knock should be (MEM-CAL).
detected at idle. Refer to “Intermittents” in SECTION 2.
The PCM applies 5 volts on CKT 496 which should be
present at the knock sensor terminals when the sensors are
disconnected.
2. This test determines if the wiring or if the KS portion of the
PROM (MEM-CAL) is faulty.
3. An improperly installed knock sensor can prevent the
knock sensor from grounding to the block.
 DTC 43
KNOCK SEN SO R (KS) CIRCUIT
(DUAL KNOCK SEN SO R SYSTEM)

CHECK FOR A MECHANICAL KNOCK CONDITION BEFORE USING THIS CHART.

©
 PCM

OXYGEN
SENSOR •412 PPL — | A10 OXYGEN SENSOR (02S)
(02S) SIGNAL

HEATED OXYGEN SENSOR (HQ2S)

HEATED OXYGEN
- BLK - C 412 PPL — A10 SENSOR (H02S)
SIGNAL
•WHT B - 150BLK
HEATING- _ _
413 TAN — A12 OXYGEN SENSOR GROUND
(02S) AND (H02S)
ELEMENT ■WHT - A - 539 PNK
I
TO ENG-I
ENGINE
IGNITION' GROUND 5-25-94
SWITCH 20A PS 17379

DTC 44
LEAN EXHAUST
Circuit Description:
This DTC chart applies to heated and non-heated oxygen sensors. The PCM supplies a voltage of about 450 mV between
terminals “A 10” and “A12”. (If measured with a 10 megohm digital voltmeter, this may read as low as 320 mV.) The Oxygen
Sensor (0 2 S ) varies the voltage within a range of near 1 volt if the exhaust is rich, down through about .10 volt if exhaust is lean.
DTC 44 Will Set When:
PART 1: The Oxygen Sensor (0 2 S ) signal voltage on the sensor signal circuit:
• Remains below 100 mV for more than 4 minutes.
• And the system is operating in “Closed Loop.”

Action Taken (PCM will default to): The PCM will enable the MIL. The sensor is like an open circuit and produces no
voltage when it is below 315°C (600°F). An open sensor circuit or cold sensor causes “Open Loop” operation.

DTC 44 Will Clear When: Conditions for fault are no longer present and Tech 1 “clear DTCs” function is used or 50 ignition
switch keycycles have passed with no further faults or ignition switch is turned “O FF’ and battery feed voltage is removed for
ten seconds.

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. Checks engine operating temperature and 02S voltage
having a low reading.
2. Checks the wiring and PCM first and then to the “Diagnostic
Aids” to check other variables and finally the sensor.
Diagnostic Aids: Using the Tech 1, observe the long term
fuel trim values at different RPM and air flow conditions. The
Tech 1 also displays the long term fuel trim cells, so the long term
fuel trim values can be checked in each of the cells to determine
when the DTC 44 may have been set. If the conditions for
DTC 44 exist, the long term fuel trim values will be around 150.
• Heated Oxygen (HQ2S) Sensor Wire - An oxygen supply
inside the H 02S is necessary for proper H 02S operation.
This supply of oxygen is supplied through the H 02S wire.
All H 02S wires and connections should be inspected for
breaks or contamination that could prevent reference
oxygen from reaching the H 02S.
• Check for intermittent ground in wire between connector
and sensor.
• Fuel Contamination - Water, even in small amounts, near
the in-tank fuel pump inlet, can be delivered to the
injectors. The water causes a lean exhaust and can set a
DTC 44.
• Fuel Pressure - System will be lean if pressure is too low.
It may be necessary to monitor fuel pressure while driving
the vehicle at various road speeds and/or loads to confirm.
Refer to “Fuel System Diagnosis.”
• Exhaust Leaks - If there is an exhaust leak, the engine can
cause outside air to be pulled into the exhaust and past the
sensor. Vacuum or crankcase leaks can cause a lean condition.
• CKT 413 - If CKT 413 is open, the voltage at terminal
“C14” will be about .45 volt. This may also cause DTC 13
to set.
• If all check OK, the Heated Oxygen Sensor (H 02S )
is faulty.
 DTC 44
LEAN EXHAUST

©
 PCM

OXYGEN
SENSOR ■412 PPL — | A10 OXYGEN SENSOR (02S)
(02S) SIGNAL

HEATED OXYGEN SENSOR (H02S)

1""i HEATED OXYGEN
- BLK - C 412 PPL — A10 SENSOR (H02S)
SIGNAL
W H T - B - 150BLK
HEATING----- 413 TAN — A12 OXYGEN SENSOR GROUND
(02S) AND (H02S)
ELEMENT ■WHT - A 539 PNK
I
TO ENG-I
ENGINE
IGNITION'"*' GROUND 5-25-94
SWITCH 20A PS 17379

DTC 45
RICH EXHAUST
Circuit Description:
This DTC chart applies to heated and non-heated oxygen sensors. The PCM supplies a voltage of about 450 mV between
terminals “A10” and “A12”. (If measured with a 10 megohm digital voltmeter, this may read as low as 320 mV.) The Heated Oxygen
Sensor (H 02S ) varies the voltage within a range of about 1 volt if the exhaust is rich, down through about 100 mV if exhaust is lean.
The sensor is like an open circuit and produces no voltage when it is below about 315°C (600°F). An open sensor circuit or
cold sensor causes “Open Loop” operation.
DTC 45 Will Set When:
• Remains above 750 mV for 61-71 seconds, and in “Closed Loop.”
• Engine time after start is 1 minute or more.
• Throttle angle is greater than 5%.
Action Taken (PCM will default to): The PCM will enable the MIL.
DTC 45 Will Clear When: Conditions for fault are no longer present and Tech 1 “clear DTCs” function is used or 50 ignition
switch keycycles have passed with no further faults or ignition switch is turned “O FF’ and battery feed voltage is removed for ten
seconds.
DTC Chart Test Description: Number(s) below DI Shielding - An open ground CKT 453 (ignition system
refer to circled number(s) on the diagnostic chart. reference low) may result in EMI, or induced electrical
1. Check operating temperature and H 02S voltage having a “noise.” The PCM looks at this “noise” as reference pulses.
high reading. The additional pulses result in a higher than actual engine
2. Checks the PCM and refer to “Diagnostic Aids” to check speed signal. The PCM then delivers too much fuel,
other variables. causing system to go rich. Engine tachometer will also
show higher than actual engine speed which can help in
Diagnostic Aids: Using the Tech 1, observe the block diagnosing this problem.
learn values at different RPM and air flow conditions to determine
Canister Purge - Check for fuel saturation. If full of fuel,
when the DTC 45 may have been set. If the conditions for
check canister control and hoses. Refer to SECTION 5.
DTC 45 exist, the block learn values will be around 115.
MAP Sensor - An output that causes the PCM to sensor a
• Fuel Pressure - System will go rich if pressure is too high.
higher than normal manifold pressure (low vacuum) can
The PCM can compensate for some increase. However, if
cause the system to go rich. Disconnecting the MAP
it gets too high, a DTC 45 may be set.
sensor will allow the PCM to set a fixed value for the MAP
• Refer to “Fuel System Diagnosis” chart.
sensor. Substitute a different MAP sensor if the rich
• Leaking Injector. condition is gone while the sensor is disconnected.
• Check for fuel contaminated oil.
Pressure Regulator - Check for leaking fuel pressure
• Heated Oxvgen (HQ2S"i Sensor Wire - An oxygen supply
regulator diaphragm by checking for presence of liquid fuel.
inside the H 02S is necessary for proper H 02S operation.
TP Sensor - An intermittent TP signal output will cause the
This supply of oxygen is supplied through the H 02S wire.
system to go rich, due to a false indication of the engine
All H 02S wires and connections should be inspected for
accelerating.
breaks or contamination that could prevent reference
ECT Sensor - Check for a shifted sensor that could cause
oxygen from reaching the H 02S.
a rich exhaust but set a DTC 15, refer to chart for DTC 15.
 DTC 45
RICH EXHAUST

5-13-94
 PCM

ECM-B
B+ ^ - 440 ORN E16 BATTERY FEED
20A

5-25-94
PS 17606

DTC 53
SYSTEM VOLTAGE HIGH
Circuit Description:
CKT 440 is the battery feed for the PCM.
DTC 53 Will Set When: The ignition is “ON” and PCM terminal “E16” voltage is greater than 19.5 volts for 2 seconds.

Action Taken (PCM will default to): During the time the failure is present, the pressure control solenoid is turned
“OFF,” transmission shifts immediately to third gear, and TCC operation is inhibited. (The setting of additional diagnostic trouble
codes may result.) The PCM will enable the MIL.

DTC 53 Will Clear When: Conditions for fault are no longer present and Tech 1 “clear DTCs” function is used or
50 ignition switch keycycles have passed with no further faults or ignition switch is turned “O F F ’ and battery feed voltage is
removed for 10 seconds.

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. Normal battery voltage is between 9-15 volts.
2. This test checks if the high voltage reading is due to the
generator, CKT 440 or PCM, with engine operating, check
voltage is above 15 volts, the PCM is OK.
3. This test checks to see if generator is faulty under load
condition. If the voltage is greater than 15 volts, refer to
SECTION 6D3 of the appropriate service manual.
Diagnostic Aids: CKT 440 supplies voltage to the
PCM.
Charging battery with a battery charger and jump-starting
engine may set DTC 53. If diagnostic trouble code sets when
an accessory is operated, check for poor connections or
excessive current draw. Refer to SECTION 6D3 of appropriate
service manual for circuit details. Also, check for poor
connections at starter solenoid or fusible link.
 DTC 53
SYSTEM VOLTAGE HIGH

1-28-93
M S 8846-6E
 PCM

DTC 54
FUEL PUMP RELAY
(LOW VOLTAGE)
Circuit Description:
The status of the fuel pump CKT 120 is monitored by the PCM at terminal “B 12” and is used to compensate fuel delivery based
on system voltage. This signal is also used to store a DTC if the fuel pump relay is defective or fuel pump voltage is lost while the
engine is running. There should be about 12 volts on CKT 120 for at least 2 seconds after the ignition is turned “ON,” or any time
reference pulses are being received by the PCM.

DTC 54 Will Set When: The voltage at terminal “B 12” is less than 2 volts for 1.5 seconds since the last reference pulse was
received while engine running. This DTC is designed to detect a faulty relay, causing extended crank time, and the DTC will help
the diagnosis of an engine that “Cranks But Will Not Run.”

Action Taken (PCM will default to): The PCM will enable the MIL.

DTC 54 Will Clear When: Conditions for fault are no longer present and Tech 1 “clear DTCs” function is used or 50 ignition
switch keycycles have passed with no further faults or ignition switch is turned “OFF” and battery feed voltage is removed for
10 seconds.
Diagnostic Aids: Refer to “Intermittents” in
SECTION 2.
DTC 51
DTC 55

DTC 51
FAULTY PROM (MEM-CAL)

CHECK THAT ALL PINS ARE FULLY INSERTED IN THE SOCKET. IF OK, REPLACE PROM
(MEM-CAL), CLEAR MEMORY, AND RECHECK. IF DTC 51 REAPPEARS, REPLACE PCM.

DTC 55
FAULTY PCM

BE SU R E PCM GROUNDS ARE OK AND THAT PROM (MEM-CAL) IS

PROPERLY LATCHED. IF OK, REPLACE PCM.
PCM

5-27-94
MS 13471
 PCM
BACK VIEW
OF
CONNECTOR
FUSE #4 "MALFUNCTION
TO Mr 39 PNK INDICATOR
IGNITION 10A MIL LAMP"
SWITCH (SERVICE ENGINE SOON) CONTROL

© 456TAN/BLK — I E2 SHIFT LAMP

CONTROL
SHIFT LAMP

ECM-I A INJ1 B
439 PNK - f - 439 PNK 467 DK BLU - { aTT INJECTOR *1"
IGNITION 20A CONTROL
A INJ 2 B
SWITCH t 439 PNK - ^ m n r u « ---------- 468 DK GRN — I A9 INJECTOR "2*
CONTROL
32 PINA-B
CONNECTOR
(RED)

496 DK BLU KNOCK SIGNAL

(4.3L)

1 [ BACK VIEW
OF
KNOCK KNOCK CONNECTOR
u h
SENSOR SENSOR
496 DK BLU KNOCK SIGNAL ^ J k
(7.4L)

PICK-UP COIL

KNOCK
SENSOR

::2Q "

32 PIN E-F
---- 423 WHT IC SIGNAL CONNECTOR
F11
(BLUE)
430 PPL/WHT A4 IC REFERENCE HIGH
SET TIMING CONNECTOR
TACH « r 424 TAN/BLK B2 IC BYPASS
LEAD
453 RED/BLK A5 IC REFERENCE LOW
PRIMARY COIL

5-27-94
PS 17382
 PCM

IDLE AIR CONTROL

(IAC) IAC "A " HIGH
VALVE IAC " A " LOW
IAC "B " LOW BACK VIEW
OF
IAC "B “ HIGH CONNECTOR

BATTERY +
JUNCTION
BLOCK
TERMINAL

BATTERY FEED

FUEL PUMP
RELAY CONTROL

32 PIN A-B
CONNECTOR
(RED)

FUEL PUMP
SIGNAL

BACK VIEW
OF
CONNECTOR

TO B +

A/C SIGNAL

32 PIN E-F
CONNECTOR
(BLUE)

A/C COMPRESSOR
CLUTCH

5-27-94
PS 17383
 ECM-I
PCM
TO IGNITION' 439 PNK IGNITION FEED
SWITCH 20A - E l

BACK VIEW
OF
CONNECTOR

EVAP
EVAP CANISTER
539 PNK —|jST CANISTER
PURGE 3 -
428 DK GRN/YEL H F16 PURGE
CONTROL
SOLENOID (7.4L)

IDLE SPEED
539 PNK CONTROL 534DKGRN IDLE SPEED
-E ACTUATOR a - ACTUATOR
SOLENOID CONTROL
(7.4L)
TO ENG-I
IGNITION. ------ 539 PNK —
SWITCH 20A
E 439 PNK F15 IGNITION FEED

L ™ - A 435 GRY E1 EGR CONTROL 7.4L

LINEAR
EXHAUST GAS C 1456 BRN ~ B16 PINTLE POSITION
RECIRCULATION * SIGNAL 32 PIN A-B
(EGR) VALVE D 474 GRY --- E14 CONNECTOR
|----- W f — 5V REFERENCE
--------------------------- L _ (RED)
B ---- 4 470 BLK --- B4 SENSOR GROUND
1 1

MAP, MAP
TRANSMISSION SENSOR
(7.4L) (7.4L)

BACK VIEW
OF
ECM-I CONNECTOR
439 PNK B -<(— 435GRY — [ E l EGRCONTROL
TO ♦ (4.3L)
IGNITION 20A
SWITCH

822 LT GRN/BLK
\D W
□□
□□
VEHICLE < □□
VSS INPUT C7 □□
SPEED
SENSOR GROUND C8 451 BLK/WHT — >-TO ENGINE GROUND °S _
(VSS) FUSE #18
IGNITION FEED C9 441 BRN — ► T O IGNITION
10A SWITCH
C10
VEHICLE
VSS OUTPUT C11 - 1716 DK BLU SPEED SIGNAL
VSS OUTPUT C12 32 PIN E-F
TRANSMISSION TRANSMISSION CONNECTOR
VEHICLE SPEED C13 - 437 BRN OUTPUT SPEED
OUTPUT (BLUE)
SIGNAL BUFFER
C14
VSS OUTPUT C15 - 389 DK GRN - ► T O SPEEDO

821 DK GRN

5-27-94
PS 17384
 PCM

448 WHT/BLK ----1 A14 DIAGNOSTIC TEST

BACK VIEW
451 BLK/WHT----1 A1 SYSTEM GROUND OF
CONNECTOR
F E D |C B A 551 TAN/WHT ----1 A2
o O SYSTEM GROUND
G H JlK L M
ENGINE GROUND
DLC CONNECTOR

413 TAN OXYGEN SENSOR

GROUND
ENGINE GROUND

800 TAN SERIAL DATA

ENG-I TO
539 PNK IGNITION
SWITCH
20A
412 PPL H02S SIGNAL 32 PIN A-B
CONNECTOR
HEATED OXYGEN LINEAR EGR
SENSOR (H02S) (IF EQUIPPED) (RED)
A

474 GRY MAP REFERENCE

MANIFOLD
ABSOLUTE BACK VIEW
PRESSURE 432 LTGRN MAP SIGNAL
OF
(MAP) SENSOR — 470 BLK MAPGROUND CONNECTOR

LINEAR EGR
(IF EQUIPPED)
TRANSMISSION
TP REFERENCE
THROTTLE
POSITION TP SIGNAL
(TP) SENSOR

ENGINE SENSORGROUND
COOLANT
TEMPERATURE
(ECT) SENSOR ECT SIGNAL

32 PIN E-F
CONNECTOR
(BLUE)

5-27-94
PS 17381
 PCM

IDLE AIR CONTROL A3 IAC "A " HIGH

(IAC) 1747 LT BLU/WHT
VALVE p rm . -1748 LT BLU/BLK A6 IAC "A " LOW
- 444 LT QRN/BLK A7 IAC "B " LOW BACK VIEW
% OF
•1749 LT GRN/WHT A8 IAC “B” HIGH CONNECTOR

BATTERY ♦
JUNCTION
BLOCK
TERMINAL
OIL PRESSURE
SWITCH

440 ORN E16 BATTERY FEED

FUEL PUMP
465 DK GRN/WHT RELAY CONTROL
451 BLK/WHT
120 GRY Z L
FUEL PUMP B2 |ESI I E131 A1 A3
PRIME
TERMINAL 32 PIN A-B
CONNECTOR
FUEL
<► uuuu (RED)
PUMP
RELAY
UNDERHOOD ELECTRICAL
CENTER FUEL PUMP
120 GRY SIGNAL
BACK VIEW
OF
FUEL* CONNECTOR
PUMP

450
BLK/WHT TO CRUISE CONTROL SWITCH 396 LT BLU/BLK CRUISE SIGNAL

1 I------------ B5 HIGH PRESSURE

CUT-OFF SWITCH
A/C RELAY
\ — IE — 203 LT BLU
UNDERHOOD — 150 BLK
ELECTRICAL
CENTER — 66 LT GRN ENGINE
GROUND
— 603 DK GRN-i
A/C f N BULKHEAD
TO B + 1240 ORN ---- |071CONNECTOR
10 AMP T 59 32 PIN E-F
A/C CONTROL LOW PRESSURE DK GRN CONNECTOR
TO IGNITION CYCLING SWITCH 59 A/C SIGNAL (BLUE)
SWITCH -------- tr •---------------------------- DK GRN

J
F ~
1 150 BLK

A/C COMPRESSOR
\ L
5-27-94
CLUTCH MS 13472
PCM

5-27-94
MS 13474
 PCM

BACK VIEW
OF
CONNECTOR

TO ENG-I
IGNITION 539 PNK B — 435 GRY EGRCONTROL
SWITCH (4.3L, 5.0L, 5.7L)
20A

32 PIN A-B
CONNECTOR
(RED)

BACK VIEW
OF
CONNECTOR

ENG-I EVAP EVAP

TO CANISTER CANISTER
IGNITION 539 PNK 428 DK GRN/W HT-I F16 PURGE
SWITCH PURGE 3 -
20A SOLENOID CONTROL
(5.0L, 5.7L,
7.4L AND
4.3L
CALIFORNIA
EMISSIONS)

TO ENG-I
IGNITION- 539 PNK 32 PIN E-F
SWITCH 20A CONNECTOR
(BLUE)
-439 PNK F15 IGNITION FEED

LINEAR -435 GRY E1 EGR CONTROL

EXHAUST GAS 1456 BRN B16 PINTLE POSITION SIGNAL
RECIRCULATION
(EGR) VALVE 474 GRY E14 5V REFERENCE

- 470 BLK B4 SENSOR GROUND

1----- f
MAP SENSOR, MAP SENSOR
4.3L CALIFORNIA EMISSIONS TRANSMISSION

5-27-94
MS 13684
 PCM
BACK VIEW
OF
CONNECTOR
TO
IGNITION.
SWITCH
FUSE #4

10A
39 PNK EL MIL
419 BRN/WHT
"MALFUNCTION
iINDICATOR
N n ir A T r tR
LAMP"
/ £ - !.\

(SERVICE ENGINE SOON) CONTROL

ECM-I A B
TO' 439 pnk —^~nnrTv_^- INJECTOR 1

T
439 PNK ■ 467 DK BLU A16
IGNITION 20A CONTROL
SWITCH A INJ 2 B
439 PNK ^ J T T r L ^ - 468 DKGRN A9 INJ ECTOR 2
CONTROL
32 PIN A-B
CONNECTOR
(RED)

496 DKBLU KNOCK SIGNAL

(4.3L)

BACK VIEW
OF
CONNECTOR
KNOCK
SENSOR
496 DKBLU KNOCK SIGNAL
(5.0L & 5.7L)

32 PIN E-F
423 WHT CONNECTOR
F11 IC SIGNAL
(BLUE)
430 PPL/WHT A4 IC REFERENCE HIGH
424 TAN/BLK B2 IC BYPASS
LEAD
453 RED/BLK A5 IC REFERENCE LOW
PRIMARY COIL

5-27-94
MS 13475
 PCM

PULSE WIDTH PWM

MODULATED 418 BRN H E11 TCC BACK VIEW
(PWM) TORQUE SOLENOID OF
CONVERTER F ? CONTROL CONNECTOR
CLUTCH (TCC)
SOLENOID

TORQUE TCC
CONVERTER SOLENOID
CLUTCH CONTROL
(TCC)
SOLENOID

3-2 3-2 CONTROL

CONTROL SOLENOID
SOLENOID CONTROL

1-2 SHIFT
SOLENOID
1-2 SHIFT
SOLENOID 32 PIN A-B
CONTROL CONNECTOR
(RED)

2-3 SHIFT
SOLENOID
2-3 SHIFT BACK VIEW
SOLENOID OF
CONTROL CONNECTOR

PRESSURE
PRESSURE CONTROL LOW
CONTROL
SOLENOID
PRESSURE
CONTROL HIGH

TRANS RANGE (TR)

PRESSURE SWITCH ASSEMBLY

1224 PNK — | F1 RANGE

rE} SIGNAL 'A *

RANGE
} 0 - 1225DKBLU — I E4 SIGNAL *B"

b 1226 RED
-D l
RANGE
SIGNAL *Ca 32 PIN E - F
CONNECTOR

TRANSMISSION TRANSMISSION (BLUE)

FLUID 1227 YEL/BLK B5 FLUID
TEMPERATURE (0 TEMPERATURE SIGNAL
SENSOR
(INTERNAL) ------ 470 BLK 57 SENSORGROUND
&
MAP LINEAR
SENSOR EGR
(IF EQUIPPED)
3-11-94
PS 17122
 PCM

448 WHT/BLK DIAGNOSTIC TEST

BACK VIEW
451 BLK/WHT SYSTEM GROUND OF
F CONNECTOR
E D C B A
O 551 TAN/WHT SYSTEM GROUND
G H J K L M
ENGINE GROUND
DATA LINK CONNECTOR

413 TAN OXYGEN SENSOR

GROUND
ENGINE GROUND

■800 TAN SERIAL DATA

OXYGEN U —i n n l l
SENSOR OXYGEN SENSOR !I I Q Q r j l
SIGNAL (5.7L, 7.4L) ---O d -J
ENG-I TO
539 PNK IGNITION :==□!
SWITCH
20A
412 PPL H02S SIGNAL 32 PIN A-B
(4.3L) CONNECTOR
HEATED OXYGEN
SENSOR (H02S) LINEAR EGR (IF EQUIPPED) (RED)
A

V. 474 GRY MAP & EGR REFERENCE

MANIFOLD
ABSOLUTE B BACK VIEW
PRESSURE 432LTGRN MAP SIGNAL
OF
(MAP) SENSOR A — 470 BLK MAPGROUND CONNECTOR

A
LINEAR EGR (IF EQUIPPED)
TRANSMISSION
TP REFERENCE
THROTTLE L=m ==
POSITION TP SIGNAL
(TP) SENSOR

ENGINE SENSORGROUND
COOLANT
TEMPERATURE
(ECT) SENSOR ECT SIGNAL

32 PIN E-F
CONNECTOR
(BLUE)

5-27-94
LS 8441-6E
 PCM

IDLE AIR CONTROL IAC "A” HIGH

(IAC) ■1747 LT BLU/WHT A3
VALVE pTYTL -1748 LT BLU/BLK A6 IAC “A" LOW
IE - 444 LT GRN/BLK A7 IAC "B" LOW BACK VIEW
OF
■1749 LT GRN/WHT A8 IAC *B" HIGH
CONNECTOR
BATTERY + ECM-B
JUNCTION
BLOCK ^ \J » -
TERMINAL 20A
OIL PRESSURE
SWITCH

440 ORN BATTERY FEED

FUEL PUMP
465 DK GRN/WHT — | *6 RELAY CONTROL
451 BLK/WHT
120 GRY
s
B2 |B1 IB3 I A1 I A3

32 PIN A-B
CONNECTOR
JULL
(RED)

UNDERHOOD
ELECTRICAL CENTER FUEL PUMP
120 GRY -| B12
SIGNAL

BACK VIEW
OF
FUEL' CONNECTOR
PUMP

450
TO CRUISE CONTROL SWITCH-*-396 LT BLU/BLK CRUISE SIGNAL
BLK/WHT -E E
1
HIGH PRESSURE
A/C RELAY i CUT - OFF SWITCH
-203 LT BLU
UNDERHOOD -150 BLK —
ELECTRICAL “ AJ
CENTER -66LTGRN — — ENGINE
GROUND
-603 DK GRN-i
BULKHEAD
TO B + 1240 ORN----- CONNECTOR
59 32 PIN E-F
DKGRN CONNECTOR
A/C CONTROL LOW PRESSURE
A/C CONTROL CYCUHQ SWITCH 59 (BLUE)
TO IGNITION A/C SIGNAL
SWITCH -*■ DK GRN
lj— , —
j
150 BLK
r ___
5-27-94
A/C COMPRESSOR LS 8442
CLUTCH
 EGR
EVRV
PCM

F F T BACK VIEW
ECM-I OF
CONNECTOR
TO 430 PNK 435 GRY EGR EVRV
IGNITION 20A CONTROL
SWITCH 451 BLK/WHT — (5.7L)

ENG-I
539 PNK 8 — 435 GRY EGR EVV
20A CONTROL
(4.3L)

TO
IGNITION
SWITCH
32 PIN A-B
CONNECTOR
(RED)
IDLE SPEED
l— 539 PNK CONTROL B r- 534 DK GRN IDLE SPEED
- E ACTUATOR ACTUATOR
SOLENOID CONTROL
(7.4L)
BACK VIEW
OF
CONNECTOR

A
i- S c fr :

□ □
□ □
□ □
□ □
ENG-I EVAP
CANISTER EVAP
539 PNK PURGE 428 DKGRN/WHT ■ Q I CANISTER
20A PURGE m 4
SOLENOID CONTROL
(7.4L)

539 PNK
TO
IGNITION 32 PIN E-F
SWITCH CONNECTOR
(BLUE)
439 PNK FI 5 IGNITION FEED (7.4L)
UNEAR 435 GRY EGR CONTROL (7.4L)
E1
EXHAUST GAS
RECIRCULATION B16 PINTLE POSITION SIGNAL
(EGR) VALVE
E14 5V REFERENCE
B4 SENSOR GROUND

MAP
SENSOR
MAP SENSOR
TRANSMISSION
5-27-94
PS 17119
 PCM
BACK VIEW
OF
CONNECTOR
FUSE #4
MALFUNCTION
IGNITION 10A
39 PNK &MIL 419 BRN/WHT INDICATOR
LAMP (MIL)
SWITCH (SERVICE ENGINE SOON) CONTROL

A B
TO 439 PNK -» -n m ru « . 467 DK BLU A16 INJECTOR 1
IGNITION CONTROL
SWITCH A INJ2 B
— 439 p n k — 468 DKGRN A9 INJECTOR 2
CONTROL
32 PIN A-B
CONNECTOR
496 DK BLU B15 KNOCK SIGNAL
(4.3L) (RED)

KNOCK
SENSOR
BACK VIEW
OF
CONNECTOR

496 DKBLU KNOCK SIGNAL

(5.7L.7.4L)

PICK-UP COIL
KNOCK
SENSOR

32 PIN E-F
IC SIGNAL CONNECTOR
---- 423 WHT F11
(BLUE)
430 PPL/WHT A4 IC REFERENCE HIGH
SET TIMING CONNECTOR
TACH 424 TAN/BLK B2 IC BYPASS
LEAD
453 RED/BLK A5 IC REFERENCE LOW
PRIMARY COIL

5-27-94
LS 8445-6E
 ______ PCM

TRANSMISSION A - F2 INPUT SPEED HIGH

INPUT SPEED T
SENSOR 1 B - F3 INPUT SPEED LOW
BACK VIEW
OF
LINEAR EGR CONNECTOR
TRANSMISSION FLUID MAP SENSOR
TEMPERATURE (TFT) SENSOR

470 BLK B4 SENSOR

GROUND
1227YEL/BLK B5 TFT
SIGNAL

416 BRN TCC

TORQUE SOLENOID
CONVERTER CONTROL (PWM)
CLUTCH (TCC) FUSE #20
SOLENOID 1020 PNK -
10A
'(
TRANSMISSION TO
----- WIRING IGNITION 32 PIN A-B
CONNECTOR SWITCH CONNECTOR
(RED)

1-2 SHIFT
SOLENOID 1-2 SHIFT
1222 LTGRN SOLENOID
CONTROL BACK VIEW
OF
CONNECTOR

2-3 SHIFT
SOLENOID
1223 YE17BLK 2-3 SHIFT
SOLENOID
CONTROL

PRESSURE CONTROL SOLENOID (PCS)

1229 LT BLU/WHT. PCS
"LOW"

1228 RED/BLK PCS

'H IGH '

32 PIN E-F
CONNECTOR
1224 PNK RANGE
SIGNAL "A* (BLUE)

1225 DKBLU RANGE

SIGNAL “B"

1226 RED RANGE

SIGNAL "C "

TRANSMISSION RANGE (TR)

PRESSURE SWITCH ASSEMBLY
4 -12 -9 4
LS8443 - 6E

Figure 3A-17 - PCM Wiring Diagram 4.3L, 5.7L, 7.4L (C/K) 4L80E Transmission (6 of 6)
 PCM Connector and Driveability Symptoms Identification
This PCM voltage chart is for use with a J 39200 to further aid in diagnosis. These voltages were derived
from a known good vehicle. The voltages you get may vary due to low battery charge or other reasons,
but they should be very close.
The “B+” symbol indicates a nominal system voltage of 12-14 volts.
THE FOLLOWING CONDITIONS MUST BE MET BEFORE TESTING:
• Engine at operating temperature • “Closed Loop” • Engine idling (for “Engine Operating” column)
• Test terminal not grounded • Scan tool not installed

NORMAL VOLTAGE
CKT COMPONENT DTC(s) POSSIBLE
PIN PIN FUNCTION WIRE COLOR IGNITION ENGINE
# CONNECTOR AFFECTED SYMPTOMS
“ON” OPERATING
A1 SYSTEM GROUND 451 BLK/WHT ENGINE BLOCK 0* 0* NONE NO CHANGE
A2 SYSTEM GROUND 551 TAN/WHT ENGINE BLOCK 0* 0* NONE NO CHANGE
A3 IAC “A” HIGH 1747 LT BLU/WHT IAC VALVE NOT NOT 35 OPERATION
USABLE USABLE UNSTABLE
A4 IC REF HIGH 430 PPL/WHT DISTRIBUTOR 0* 1.2V NONE NO RESTART
A5 1C REF LOW 453 BLK/RED DISTRIBUTOR 0* 0* NONE NO CHANGE
A6 IAC “A” LOW 1748 LT BLU/BLK IAC VALVE NOT NOT 35 OPERATION
USABLE USABLE UNSTABLE
A7 IAC “B” LOW 444 LT GRN/BLK IAC VALVE NOT NOT 35 OPERATION
USABLE USABLE UNSTABLE
A8 IAC “B” HIGH 1749 LT GRN/WHT IAC VALVE NOT NOT 35 OPERATION
USABLE USABLE UNSTABLE
A9 INJECTOR “2” 468 DKGRN INJECTOR B+ B+ NONE STALL - ROUGH
CONTROL IDLE
A10 02S SIGNAL 412 PPL OXYGEN (1) (1) 13 EXHAUST ODOR,
SEN SO R 44 POOR
PERFORMANCE
A11 NOT USED - - - - - - -
A12 02S GROUND 413 TAN ENGINE BLOCK 0* 0* 13 FIXED 02
44
A13 NOT USED - - - - - - -
A14 DIAGNOSTIC TEST 448 WHT/BLK DATA LINK 5V 5V NONE NO CHANGE
CONNECTOR
A15 TP SIGNAL 417 DK BLU TP .6(2) .6(2) 22 POOR
PERFORMANCE,
HARSH
TRANSMISSION
SHIFTS
A16 INJECTOR “1” 467 DK BLU INJECTOR B+ B+ NONE STALL - ROUGH
CONTROL IDLE

(1) VARIES- ,A
(2) VARIES WITH THROTTLE MOVEMENT.
* LESS THAN .5 VOLT (500 mV). S ffil
bb J
-n o z d ^
□□ |

I □□
j nn
g g
f lo L J
backv,ew
OF
CONNECTOR

BSZZ 32 PIN A-B

4={l=pZ CONNECTOR
±][JL- <RED>
SR = = 2-28-94
dHC PS 17385
 PCM Connector and Driveability Symptoms Identification
This PCM voltage chart is for use with a J 39200 to further aid in diagnosis. These voltages were derived
from a known good vehicle. The voltages you get may vary due to low battery charge or other reasons,
but they should be very close.
The “B+” indicates a nominal system voltage of 12-14 volts.
THE FOLLOWING CONDITIONS MUST BE MET BEFORE TESTING:
• Engine at operating temperature • “Closed Loop” • Engine idling (for “Engine Operating” column)
• Test terminal not grounded • Scan tool not installed

NORMAL VOLTAGE
CKT COMPONENT DTC(s) POSSIBLE
PIN PIN FUNCTION WIRE COLOR IGNITION ENGINE
# CONNECTOR AFFECTED SYMPTOMS
“ON” OPERATING
B1 NOT USED - - - - - - -
B2 IC BYPASS 424 TAN/BLK DISTRIBUTOR 0* 4.5V 42 FIXED TIMING, LACK
OF POWER
B3 SENSOR GROUND 452 BLK TP, ECT 0* 0* 14,15, 21 HIGH IDLE
B4 SENSOR GROUND 470 BLK MAP 0* 0* 58, 59, 33, IDLE SURGE,
MAP, EGR LINEAR EGR 32 EXHAUST ODOR
B5 NOT USED - - - - - - -
B6 NOT USED - - - - - - -
B7 NOT USED - - - - - - -
B8 ECT SIGNAL 410 YEL ECT (4) 2.0 (4) 2.0 14,15 POOR
2.4V 2.4V PERFORMANCE
B9 NOT USED - - - - - - -
B10 NOT USED - - - - - - -
B11 NOT USED - - - - - - -
B12 FUEL PUMP SIGNAL 120 GRY FUEL PUMP 0* (1) B+ 54 NO CHANGE
RELAY
B13 MAP SIGNAL 432 LTGRN MAP 4.9V 1.46V (3) 33, 34 POOR
PERFORMANCE
B14 NOT USED - - - - - - -
B15 KNOCK SENSOR 496 DK BLU KNOCK 2.4V 2.4V 43 KNOCK RETARD
SENSOR
B16 PINTLE POSITION 1456 BRN EGR (2) .85 (2) .85 32 EGR INOP
SIGNAL 7.4L

(1) BATTERY VOLTAGE FOR FIRST TWO SECONDS.

(2) VARIES WITH EGR MOVEMENT.
(3) VARIES WITH MANIFOLD VACUUM.
(4) VARIES WITH TEMPERATURE. A A
* LESS THAN .5 VOLT (500 mV). A 1\

pP BACK VIEW
OF
CONNECTOR

■T°°r
i. □□
Ml □□
Uss
32 PIN A-B
-= D C P - CONNECTOR
iz p d — (RED)
_Z0OZ.~

4-18-94
P S 17386
 PCM Connector and Driveability Symptoms Identification
This PCM voltage chart is for use with a J 39200 to further aid in diagnosis. These voltages were derived
from a known good vehicle. The voltages you get may vary due to low battery charge or other reasons,
but they should be very close.
The “B+” symbol indicates a nominal system voltage of 12-14 volts.
THE FOLLOWING CONDITIONS MUST BE MET BEFORE TESTING:
• Engine at operating temperature • “Closed Loop” • Engine idling (for “Engine Operating” column)
• Test terminal not grounded • Scan tool not installed

NORMAL VOLTAGE
CKT COMPONENT DTC(s) PO SSIBLE
PIN PIN FUNCTION WIRE COLOR IGNITION ENGINE
# CONNECTOR AFFECTED SYMPTOMS
“ON” OPERATING
E1 EGR CONTROL 435 GRY EGR B+ B+ 32 DETONATION
E2 SHIFT LAMP 456 TAN/BLK IIP B+ B+ NONE SHIFT LAMP INOP
CONTROL
E3 NOT USED - - - - - - -
E4 NOT USED - - - - - - -
E5 NOT USED - - - - - - -
E6 MIL 419 BRN/WHT IIP 0* B+ NONE MIL INOP
E7 NOT USED - - - - - - -
E8 NOT USED - - - - - - -
E9 NOT USED - - - - - - -
E10 IDLE SPEED 534 DK GRN TBI B+ B+ 36 HIGH IDLE WHEN
ACTUATOR WARM
CONTROL
E11 NOT USED - - - - - - -
E12 A/C SIGNAL 59 DK/GRN A/C SWITCH 0* (1) 0*(1) NONE INCORRECT IDLE
E13 NOT USED - - - - - - -
E14 5 VOLT REFERENCE 474 GRY MAP, LINEAR 5V 5V 34, 32 POOR
(7.4L) EGR PERFORMANCE
5 VOLT REFERENCE 416 ROUGH IDLE
(4-3L)
E15 IGNITION FEED 439 PNK SPLICE B+ B+ NONE NO START MIL INOP
E16 BATTERY FEED 440 ORN SPLICE B+ B+ NONE NO START MIL INOP

(1) 0 VOLTS A/C “OFF” B+ “ON.”

(2) B+ BRAKE NOT APPLIED 0 VOLTS BRAKE APPLIED.
LESS THAN .5 VOLTS (500 mV)

__ BA CK VIEW
tz z Q o rz OF
- - n H - - CONNECTOR

□□
□□
□□
□□
—ID S - —
32 PIN E-F
CONNECTOR
(BLUE)

4-18-94
P S 17387
 PCM Connector and Driveability Symptoms Identification
This PCM voltage chart is for use with a J 39200 to further aid in diagnosis. These voltages were derived
from a known good vehicle. The voltages you get may vary due to low battery charge or other reasons,
but they should be very close.
The “B+” symbol indicates a nominal system voltage of 12-14 volts.
THE FOLLOWING CONDITIONS MUST BE MET BEFORE TESTING:
• Engine at operating temperature • “Closed Loop” • Engine idling (for “Engine Operating” column)
• Test terminal not grounded • Scan tool not installed

NORMAL VOLTAGE
CKT COMPONENT DTC(s) PO SSIBLE
PIN PIN FUNCTION WIRE COLOR IGNITION ENGINE
# CONNECTOR AFFECTED SYMPTOMS
“ON” OPERATING
F1 NOT USED - - - - - -
F2 NOT USED - - - - - -
F3 NOT USED - - - - - -
F4 NOT USED - - - - - -
F5 NOT USED - - - - - -
F6 FUEL PUMP 465 DK GRN / WHT FUEL PUMP 0* (2) B+ 54 LONG CRANK TIME
RELAY CONTROL RELAY BEFORE STARTING
F7 NOT USED - - - - - - -
F8 NOT USED - - - - - - -
F9 SERIAL DATA 800 TAN/WHT DATA LINK 5V 5V NONE NO SERIAL DATA
CONNECTOR
F10 NOT USED - - - - - - -
F11 IC SIGNAL 423 WHT DISTRIBUTOR 0* 1.2V 42 RESTART FIXED
TIMING
F12 TRANSMISSION 437 BRN V S S BUFFER 0* (1) 0* (1) 72, 24 ERRATIC SHIFT
OUTPUT SPEED PATTERNS, POOR
SHIFT QUALITY
F13 V SS SIGNAL 1716 DK BLU V S S BUFFER 0* (1) 0* (1) 16 FUEL CUTOFF
F14 TP REFERENCE 416 GRY TP 5V 5V 22 LACK OF POWER
HARSH SHIFTS
F15 IGNITION FEED 439 PNK SPLICE B+ B+ NONE NONE
F16 EVAP CANISTER 428 DK GRN/ WHT EVAP B+ B+ NONE EVAP CANISTER
PURGE CONTROL CANISTER PURGE INOP
PURGE
SOLENOID

(1) VARIES FROM 0 TO 5 VOLTS, DEPENDING ON POSITION OF DRIVE WHEELS.

(2) BATTERY VOLTAGE 1st 2 SECONDS.
(3) 0 VOLTS IN 4WD.
* LESS THAN .5 VOLT (500 mV).
/

BACK VIEW
OF
— n n — CONNE :c t o r
□ □

Ii
□ □
□ □
□ □
□ □

32 pirJ E-F
DD CONNE:c t o r
S q (BLIJE)
DD

4-18-94
PS 17388
 PCM Connector and Driveability Symptoms Identification
This PCM voltage chart is for use with a J 39200 to further aid in diagnosis. These voltages were derived
from a known good vehicle. The voltages you get may vary due to low battery charge or other reasons,
but they should be very close.
The “B+” symbol indicates a nominal system voltage of 12-14 volts.
THE FOLLOWING CONDITIONS MUST BE MET BEFORE TESTING:
• Engine at operating temperature • “Closed Loop” • Engine idling (for “Engine Operating” column)
• Test terminal not grounded • Scan tool not installed

NORMAL VOLTAGE
PIN PIN FUNCTION CKT COMPONENT DTC(s) PO SSIBLE
WIRE COLOR IGNITION ENGINE
# CONNECTOR AFFECTED SYMPTOM S
“ON” OPERATING
A1 SYSTEM GROUND 451 BLK/WHT ENGINE BLOCK 0* 0* NONE NO CHANGE
A2 SYSTEM GROUND 551 TAN/WHT ENGINE BLOCK 0* 0* NONE NO CHANGE
A3 IAC “A” HIGH 1747 LT BLU/WHT IAC VALVE NOT NOT NONE OPERATION
USABLE USABLE UNSTABLE
A4 IC REF HIGH 430 PPL/WHT DISTRIBUTOR 0* 1.2 NONE NO RESTART
A5 IC REFLOW 453 RED/BLK DISTRIBUTOR 0* 0* NONE NO CHANGE
A6 IAC “A” LOW 1748 LT BLU/BLK IAC VALVE NOT NOT NONE OPERATION
USABLE USABLE UNSTABLE
A7 IAC “B” LOW 444 LT GRN/BLK IAC VALVE NOT NOT NONE OPERATION
USABLE USABLE UNSTABLE
A8 IAC “B” HIGH 1749 LT GRN/WHT IAC VALVE NOT NOT NONE OPERATION
USABLE USABLE UNSTABLE
A9 INJECTOR “2” 468 DKGRN INJECTOR B+ B+ NONE STALL - ROUGH
CONTROL IDLE
A10 H02S SIGNAL 412 PPL OXYGEN (1) (1) 13 EXHAUST ODOR,
SEN SO R 44 POOR
PERFORMANCE
A11 NOT USED - - - - - - -
A12 H02S GROUND 413 TAN ENGINE BLOCK 0* 0* 13 FIXED 02
44
A13 NOT USED - - - - - - -
A14 DIAGNOSTIC TEST 448 WHT/BLK DATA LINK 5V 5V NONE NO CHANGE
CONNECTOR
A15 TP SIGNAL 417 DK BLU TP .6(2) .6(2) 22 POOR
PERFORMANCE,
HARSH
TRANSMISSION
SHIFTS
A16 INJECTOR “1” 467 DK BLU INJECTOR B+ B+ NONE STALL - ROUGH
CONTROL IDLE

(1) VARIES. A
(2) VARIES WITH THROTTLE MOVEMENT.
I s BACK VIEW
* LESS THAN .5 VOLT (500 mV). OF
1 CONNECTOR
z=U r t
□
□

i —D
□
□
□

w
wmm
32 PIN A-B
□=
CONNECTOR
o (RED)
=33 IX
3-9-94
PS 17380
 PCM Connector and Driveability Symptoms Identification
This PCM voltage chart is for use with a J 39200 to further aid in diagnosis. These voltages were derived
from a known good vehicle. The voltages you get may vary due to low battery charge or other reasons,
but they should be very close.
The “B+” indicates a nominal system voltage of 12-14 volts.
THE FOLLOWING CONDITIONS MUST BE MET BEFORE TESTING:
• Engine at operating temperature • “Closed Loop” • Engine idling (for “Engine Operating” column)
• Test terminal not grounded • Scan tool not installed

NORMAL VOLTAGE
CKT COMPONENT DTC(S) PO SSIBLE
PIN PIN FUNCTION WIRE COLOR
# CONNECTOR IGNITION ENGINE AFFECTED SYMPTOMS
“ON” OPERATING
B1 NOT USED - - - - - - -
B2 IC BYPASS 424 TAN/BLK DISTRIBUTOR 0* 4.5V 42 FIXED TIMING, LACK
OF POWER
B3 SENSOR GROUND 452 BLK TP, ECT 0* 0* 14,15, 21 HIGH IDLE
B4 SENSOR GROUND 470 BLK MAP 0* 0* 58, 59, 33, IDLE SURGE,
MAP, EGR TRANSMISSION 32 TRANSMISSION
TRANSMISSION LINEAR EGR EXHAUST ODOR
B5 TFT SIGNAL 1227 YEL/BLK TRANSMISSION 3.5V 3.5V 58, 59, 33 EARLY TCC
B6 NOT USED - - - - - - -
B7 NOT USED - - - - - - -
B8 ECT SIGNAL 410 YEL ECT (4) (4) 14,15 POOR
2.4V 2.4V PERFORMANCE
B9 NOT USED - - - - - - -
B10 CRUISE SIGNAL 396 LT BLU/BLK CRUISE B+ B+ NONE NO CHANGE
B11 NOT USED - - - - - - -
B12 FUEL PUMP SIGNAL 120 GRY FUEL PUMP 0* (1) B+ 54 NO CHANGE
RELAY
B13 MAP SIGNAL 432 LT GRN MAP 4.9V 1.46V (3) 33, 34 POOR
PERFORMANCE
B14 NOT USED - - - - - - -
B15 KNOCK SENSOR 496 DK BLU KNOCK 2.4V 2.4V 43 KNOCK RETARD
SENSOR
B16 PINTLE POSITION 1456 BRN EGR (2) .85 (2) .85 32 EGR INOP
SIGNAL

(1) BATTERY VOLTAGE FOR FIRST TWO SECONDS.

(2) VARIES WITH EGR MOVEMENT.
(3) VARIES WITH MANIFOLD VACUUM.
(4) VARIES WITH TEMPERATURE. A A
* LESS THAN .5 VOLT (500 mV). /M\ 'i

IIP
Z \n u T
BACK VIEW
OF
CONNECTOR

I I□□
□□
f l|
IZDD
-□ ft-
32 PIN A-B
CONNECTOR
iz p o — (RED)
-= B cn -

4-18-94
M S 13412

Figure 3A-23 - PCM Connector Terminal End View 4.3L, 5.0L, 5.7L (C/K) 4L60E Transmission (2 of 4)
 PCM Connector and Driveability Symptoms Identification
This PCM voltage chart is for use with a J 39200 to further aid in diagnosis. These voltages were derived
from a known good vehicle. The voltages you get may vary due to low battery charge or other reasons,
but they should be very close.
The “B+” symbol indicates a nominal system voltage of 12-14 volts.
THE FOLLOWING CONDITIONS MUST BE MET BEFORE TESTING:
• Engine at operating temperature • “Closed Loop” • Engine idling (for “Engine Operating” column)
• Test terminal not grounded • Scan tool not installed

NORMAL VOLTAGE
CKT COMPONENT DTC(s) POSSIBLE
PIN PIN FUNCTION WIRE COLOR IGNITION ENGINE
# CONNECTOR AFFECTED SYMPTOMS
“ON” OPERATING
E1 EGR CONTROL 435 GRY EGR B+ B+ 32 DETONATION
E2 3-2 CONTROL 687 WHT TRANSMISSION B+ B+ 66 TIC UP OR FLAIR 3-2
SOLENOID CONTROL DOWNSHIFT
E3 NOT USED - - - - - -
E4 RANGE SIGNAL “B” 1225 DK BLU TRANSMISSION 0* 0* ERRATIC MANUAL
28 DOWNSHIFTS
E5 RANGE SIGNAL “C” 1226 RED TRANSMISSION “B ” B+ 28 ERRATIC MANUAL
DOWNSHIFTS
E6 MIL 419 BRN/WHT l/P 0* B+ NONE MIL INOP
E7 NOT USED - - - - - - -
E8 2-3 SHIFT SOLENOID 1223 YEL/BLK TRANSMISSION B+ .4V 81 INCORRECT GEAR
CONTROL STATE
E9 1-2 SHIFT SOLENOID 1222 LT GRN TRANSMISSION B+ .4V 82 INCORRECT GEAR
CONTROL STATE
E10 TCC SOLENOID 422 TAN/BLK TRANSMISSION B+ B+ 67, 69 POOR FUEL
CONTROL ECONOMY
E11 PWM TCC SOLENOID 418 BRN TRANSMISSION B+ B+ 83 POOR FUEL
CONTROL ECONOMY
E12 A/C SIGNAL 59 DK GRN A/C SWITCH 0*(1) 0* (1) NONE INCORRECT IDLE
E13 BRAKE SIGNAL 420 PPL SPLICE B+ (2) B+ (2) 37, 38 NO TCC
E14 MAP, LINEAR EGR 474 GRY MAP 5V 5V 34, 32 POOR
REFERENCE PERFORMANCE
ROUGH IDLE
E15 IGNITION FEED 439 PNK SPLICE B+ B+ NONE NO START MIL INOP
E16 BATTERY FEED 440 ORN SPLICE B+ B+ NONE NO START MIL INOP

(1) 0 VOLTS A/C “OFF” B+ “ON.”

(2) B+ BRAKE NOT APPLIED 0 VOLTS BRAKE APPLIED
.* LESS THAN .5 VOLT (500 mV).

911
/ fi\

BA CK VIEW
OF
CONNECTOR
z=D D =d
□ □ □ I
l " □ □
11 □ □
II □□
a " □□

32 PIN E-F
CONNECTOR
(BLUE)
z iC R r d

4-18-94
M S 13413
 P C M C o n n e c to r a n d Driveability S y m p t o m s Identification
This PCM voltage chart is for use with a J 39200 to further aid in diagnosis. These voltages were derived
from a known good vehicle. The voltages you get may vary due to low battery charge or other reasons, but
they should be very close.
The “B+” symbol indicates a nominal system voltage of 12-14 volts.
THE FOLLOWING CONDITIONS MUST BE MET BEFORE TESTING:
• Engine at operating temperature • “Closed Loop” • Engine idling (for “Engine Operating” column)
• Test terminal not grounded • Scan tool not installed
NORMAL VOLTAGE
CKT WIRE COMPONENT DTC(s) POSSIBLE
PIN PIN FUNCTION # CONNECTOR IGNITION ENGINE AFFECTED SYMPTOMS
COLOR
“ON” OPERATING
F1 RANGE 1224 PNK TRANSMISSION B+ B+ 28 ERRATIC MANUAL
SIGNAL “A” DOWNSHIFTS
F2 NOT USED - - - - - - -
F3 NOT USED - - - - - - -
F4 NOT USED - - - - - - -
F5 NOT USED - - - - - - -
F6 FUEL PUMP 465 DK GRN/ FUEL PUMP 0* (2) B+ 54 LONG CRANK TIME
RELAY CONTROL WHT RELAY BEFORE STARTING
F7 PCS “LOW” 1229 DK BLU/ TRANSMISSION 0* 1.5V 73 POOR SHIFT QUALITY
WHT
F8 FWD LOW RANGE 1694 GRY/BLK 4WD INDICATOR B+ (3) B+ (3) NONE ERRATIC SHIFT
SIGNAL PATTERNS
F9 SERIAL DATA 800 TAN DATA LINK 5V 5V NONE NO SERIAL DATA
CONNECTOR
F10 PCS “HIGH” 1228 RED/BLK TRANSMISSION 0* 7.0V 73 POOR SHIFT QUALITY
F11 1C SIGNAL 423 WHT DISTRIBUTOR 0* 1.2V 42 RESTART FIXED
TIMING
F12 TRANSMISSION 437 BRN V SS BUFFER 0* (1) 0* (1) 72, 24 ERRATIC SHIFT
OUTPUT SPEED PATTERNS, POOR
SHIFT QUALITY
F13 VEHICLE SPEED 1716 DK BLU VEHICLE SPEED 0* (1) 0* (1) 16 FUEL CUTOFF
SIGNAL SIGNAL BUFFER
F14 TP REFERENCE 416 GRY TP 5V 5V 22 LACK OF POWER
HARSH SHIFTS
F15 IGNITION FEED 439 PNK SPLICE B+ B+ NONE NONE
F16 rEVAP CANISTER 428 DK GRN EVAP CANISTER B+ B+ NONE EVAP CANISTER
PURGE CONTROL PURGE SOLENOID PURGE INOP

(1) VARIES FROM 0 TO 5 VOLTS, DEPENDING ON POSITION OF DRIVE WHEELS.

(2) BATTERY VOLTAGE 1st 2 SECONDS.
(3) 0 VOLTS IN 4WD
* LESS THAN .5 VOLT (500 mV).
/e \ / F l\

BACK VIEW
---- □ □ ---- OF
z zo cP - CONNECTOR

I
■ □□
1 □□
1 □ □
z □ □
■ d o . _
I l P F l 32 PIN E-F
— a c r i d CONNECTOR
IZ P D --I (BLUE)
— D C Pq

4-26-94
M S 13414
 PCM Connector and Driveability Symptoms Identification
This PCM voltage chart is for use with a J 39200 to further aid in diagnosis. These voltages were derived
from a known good vehicle. The voltages you get may vary due to low battery charge or other reasons, but
they should be very close.
The “B+” symbol indicates a nominal system voltage of 12-14 volts.
THE FOLLOWING CONDITIONS MUST BE MET BEFORE TESTING:
• Engine at operating temperature • “Closed Loop” • Engine idling (for “Engine Operating” column)
• Test terminal not grounded • Scan tool not installed
NORMAL VOLTAGE
CKT COMPONENT DTC(s)
PIN PIN FUNCTION WIRE COLOR IGNITION ENGINE SYMPTOMS
# CONNECTOR AFFECTED
“ON” OPERATING
A1 SYSTEM GROUND 451 BLK/WHT ENGINE BLOCK 0* 0* NONE NO CHANGE
A2 SYSTEM GROUND 551 TAN/WHT ENGINE BLOCK 0* 0* NONE NO CHANGE
A3 IAC “A” HIGH 1747 LT BLU/WHT IAC VALVE NOT NOT NONE OPERATION
USABLE USABLE UNSTABLE
A4 1C REF HIGH 430 PPL/WHT DISTRIBUTOR 0* 1.3V NONE NO RESTART
A5 1C REFLOW 453 RED/BLK DISTRIBUTOR 0* 0* NONE NO CHANGE
A6 IAC “A" LOW 1748 LT BLU/BLK IAC VALVE NOT NOT NONE OPERATION
USABLE USABLE UNSTABLE
A7 IAC “B” LOW 444 LT GRN/BLK IAC VALVE NOT NOT NONE OPERATION
USABLE USABLE UNSTABLE
A8 IAC “B” HIGH 1749 LT GRN/WHT IAC VALVE NOT NOT NONE OPERATION
USABLE USABLE UNSTABLE
A9 INJECTOR CONTROL 468 DKGRN INJECTOR B+ B+ NONE POOR
“2” PERFORMANCE
A10 02S SIGNAL 412 PPL OXYGEN (1) (1) 13 EXHAUST ODOR,
SEN SO R 44 POOR
PERFORMANCE
A11 NOT USED - - - - - - -
A12 02S GROUND 413 TAN ENGINE BLOCK 0* 0* 13 FIXED 02
44
A13 NOT USED - - - - - - -
A14 DIAGNOSTIC TEST 451 WHT/BLK DATA LINK 5V 5V NONE NO CHANGE
CONNECTOR
A15 TP SIGNAL 417 DK BLU TP ■6 (2) .6 (2) 22 POOR
PERFORMANCE,
HARSH
TRANSMISSION
SHIFTS
A16 INJECTOR CONTROL 467 DK BLU INJECTOR B+ B+ NONE POOR
“1” PERFORMANCE

A K /B1 \
(1) VARIES.
(2) VARIES WITH THROTTLE MOVEMENT “z S B ” BA CK VIEW
.* LESS THAN .5 VOLT (500 mV). OF
CONNECTOR
zrrO O = "

I T □ □
I I □ □
I I □ □
□ □

1 32 PIN A-B
1 CONNECTOR
IZ B D — 1 (RED)
-Z 0 C J L -
z z c ifc :
J 3-16-94
PS 17854
 PCM Connector and Driveability Symptoms Identification
This PCM voltage chart is for use with a J 39200 to further aid in diagnosis. These voltages were derived
from a known good vehicle. The voltages you get may vary due to low battery charge or other reasons, but
they should be very close.
The “B+” indicates a nominal system voltage of 12-14 volts.
THE FOLLOWING CONDITIONS MUST BE MET BEFORE TESTING:
• Engine at operating temperature • “Closed Loop” • Engine idling (for “Engine Operating” column)
• Test terminal not grounded • Scan tool not installed

NORMAL VOLTAGE
CKT COMPONENT DTC(s) POSSIBLE
PIN PIN FUNCTION WIRE COLOR
# CONNECTOR IGNITION ENGINE AFFECTED SYMPTOMS
“ON” OPERATING
B1 NOT USED - - - - - - -
B2 IC BYPASS 424 TAN/BLK DISTRIBUTOR 0* 4.5V 42 FIXED TIMING, LACK
OF POWER
B3 SENSOR GROUND 452 BLK TP, ECT 0* 0* 14, 15, 21 HIGH IDLE
B4 SENSOR GROUND 470 BLK MAP 0* 0* 58, 59, IDLE SURGE,
MAP, EGR TRANSMISSION 33, 32 TRANSMISSION,
TRANSMISSION LINEAR EGR EXHAUST ODOR
B5 TFT SIGNAL 1227 YEL/BLK TRANSMISSION 3.5V 2.8V 58, 59, 33 EARLY TCC
B6 NOT USED - - - - - - -
B7 NOT USED - - - - - - -
B8 ECT SIGNAL 410 YEL ECT (4) 2.0 (4)2.0 14,15 POOR
3.4V 3.0V PERFORMANCE
B9 NOT USED - - - - - - -
B10 NOT USED - - - - - - -
B11 NOT USED - - - - - - -
B12 FUEL PUMP SIGNAL 120 GRY INLINE FUSE 0* (1) B+ 54 NO CHANGE
B13 MAP SIGNAL 432 LT GRN MAP 4.9V 1.46V (3) 33, 34 POOR
PERFORMANCE
B14 NOT USED - - - - - - -
B15 KNOCK SIGNAL 496 DK BLU KNOCK 2.4V 2.4V 43 KNOCK RETARD
SENSOR
B16 PINTLE POSITION 1456 BRN EGR (2).85 (2) .85 32 EGR INOP
SIGNAL

(1) BATTERY VOLTAGE FOR FIRST TWO SECONDS. £ 41

(2) VARIES WITH EGR MOVEMENT.
(3) VARIES WITH MANIFOLD VACUUM. BACK VII=W
OF
(4) VARIES WITH TEMPERATURE CONNEC1 OR
.* LESS THAN .5 VOLT (500 mV). — n n —
□ □

I
□ □
□ □
1 □□ □
■i □
□ □ wm
[DCF 1 32 PIN A -B
So: 1 CONNEC1 OR
& D r 1 (RED)
d H
T in -

3-23-94
PS 17855
 PCM Connector and Driveability Symptoms Identification
This PCM voltage chart is for use with a J 39200 to further aid in diagnosis. These voltages were derived
from a known good vehicle. The voltages you get may vary due to low battery charge or other reasons, but
they should be very close.
The “B+” symbol indicates a nominal system voltage of 12-14 volts.
THE FOLLOWING CONDITIONS MUST BE MET BEFORE TESTING:
• Engine at operating temperature • “Closed Loop” • Engine idling (for “Engine Operating” column)
• Test terminal not grounded • Scan tool not installed

NORMAL VOLTAGE
CKT COMPONENT DTC(s) POSSIBLE
PIN PIN FUNCTION WIRE COLOR IGNITION ENGINE
# CONNECTOR AFFECTED SYMPTOMS
“ON” OPERATING
E1 EGR CONTROL 435 GRY EGR B+ B+ 32 DETONATION
E2 NOT USED - - - - - - -
E3 NOT USED - - - - - -
E4 RANGE SIGNAL “B” 1225 DK BLU TRANSMISSION 0* 0* ERRATIC MANUAL
28 DOWNSHIFTS
E5 RANGE SIGNAL “C” 1226 RED TRANSMISSION “B” B+ 28 ERRATIC MANUAL
DOWNSHIFTS
E6 MIL 419 BRN/WHT l/P 0* B+ NONE MIL INOP
E7 NOT USED - - - - - -
E8 2-3 SHIFT SOLENOID 1223 YEL/BLK TRANSMISSION B+ ,4V 81 INCORRECT GEAR
CONTROL STATE
E9 1-2 SHIFT SOLENOID 1222 LTGRN TRANSMISSION B+ .4V 82 INCORRECT GEAR
CONTROL STATE
E10 IDLE SPEED 534 DKGRN IDLE SPEED B+ B+ 36 HIGH WARM IDLE
ACTUATOR ACTUATOR
CONTROL CONTROL
SOLENOID
E11 TCC SOLENOID 418 BRN TRANSMISSION - - - -
CONTROL (PWM)
E12 A/C SIGNAL 59 DK GRN A/C SWITCH 0* (1) 0*(1) NONE INCORRECT IDLE
E13 BRAKE SIGNAL 420 PPL SPLICE B+ (2) B+ (2) 37, 38 NO TCC
E14 MAP, UNEAR EGR 474 GRY MAP 5V 5V 34, 32 POOR
REFERENCE PERFORMANCE
ROUGH IDLE
E15 IGNITION FEED 439 PNK SPLICE B+ B+ NONE NO START MIL INOP
E16 BATTERY FEED 440 ORN SPLICE B+ B+ NONE NO START MIL INOP

(1) 0 VOLTS A/C “OFF’ B+ “ON.”

(2) B+ BRAKE NOT APPLIED 0 VOLTS BRAKE
APPUED.
LESS THAN .5 VOLTS (500 mV)

PP
= z a o = l|
BA CK VIEW
OF
CONNECTOR

l " □□
I I □ □
I I □□

- - O C P . Z 1 32 PIN E-F
1 CONNECTOR
J (BLUE)
zznp oz

4-18-94
M S 10038
 PCM Connector and Driveability Symptoms Identification
This PCM voltage chart is for use with a J 39200 to further aid in diagnosis. These voltages were derived
from a known good vehicle. The voltages you get may vary due to low battery charge or other reasons, but
they should be very close.
The “B+” symbol indicates a nominal system voltage of 12-14 volts.
THE FOLLOWING CONDITIONS MUST BE MET BEFORE TESTING:
• Engine at operating temperature • “Closed Loop” • Engine idling (for “Engine Operating” column)
• Test terminal not grounded • Scan tool not installed
NORMAL VOLTAGE
CKT WIRE COMPONENT DTC(s) POSSIBLE
PIN PIN FUNCTION # COLOR IGNITION ENGINE SYMPTOMS
CONNECTOR AFFECTED
“ON” OPERATING
F1 RANGE 1224 PNK TRANSMISSION B+ B+ 28 ERRATIC MANUAL
SIGNAL “A” DOWNSHIFTS
F2 INPUT SPEED HIGH 1230 RED/BLK SPEED SENSOR
TRANSMISSION
INPUT
F3 INPUT SPEED LOW 1231 DK BLU/WHT SPEED SENSOR
TRANSMISSION
INPUT
F4 NOT USED - - - - - - -
F5 NOT USED - - - - - - -
F6 FUEL PUMP 465 DK GRN/ FUEL PUMP 0* (2) B+ 54 LONG CRANK TIME
RELAY CONTROL WHT RELAY BEFORE STARTING
F7 PCS “LO W ’ 1229 LT BLU/WHT TRANSMISSION 0* 1.5V 73 POOR SHIFT QUALITY

F8 4WD LOW RANGE 1694 GRY/BLK 4WD INDICATOR B+ B+ NONE LATE OR EARLY
SIGNAL SHIFT POINTS
F9 SERIAL DATA 800 TAN DATA LINK 5V 5V NONE NO SERIAL DATA
CONNECTOR
F10 PCS “HIGH” 1228 RED/BLK TRANSMISSION 0* 7.0V 73 POOR SHIFT QUALITY
F11 IC SIGNAL 423 WHT DISTRIBUTOR 0‘ 1.2V 42 RESTART FIXED
TIMING
F12 TRANSMISSION 437 BRN V SS BUFFER 0*(1) 0* (1) 72, 24 ERRATIC SHIFT
OUTPUT SPEED PATTERNS, POOR
SHIFT QUALITY
F13 VSS SIGNAL 1716 D K B LU V SS BUFFER 0* (1) 0* (1) 16 FUEL CUTOFF
F14 TP REFERENCE 416 GRY TP 5V 5V 22 LACK OF POWER
HARSH SHIFTS
F15 IGNITION FEED 439 PNK SPLICE B+ B+ NONE NONE
F16 EVAP CANISTER 428 DK GRN/YEL EVAP CANISTER B+ B+ NONE EVAP CANISTER
PURGE CONTROL PURGE SOLENOID PURGE INOP

(1) VARIES FROM 0 TO 5 VOLTS, DEPENDING ON POSITION OF DRIVE WHEELS.

(2) BATTERY VOLTAGE 1* 2 SECONDS
.* LESS THAN .5 VOLT (500 mV).
i

a J IE BAC K VIEW
OF
= 3SE=
— n n —
C O W JECTOR
□ □

Ij
□ □
□ □
□ □
□ □

II
a s
32 P IN E-F
CONNIECTOR
(B LUE)
□ J

4-20-94
P S 17856
 ON-VEHICLE SERVICE
POWERTRAIN CONTROL MODULE
Replacement of the Powertrain Control Module (PCM)
consists of a service controller, without a PROM (MEM-CAL).
If the diagnostic procedures require the PCM to be
replaced, the PCM, PROM (MEM-CAL) should be checked for
the correct part number. If they are correct, remove the PROM
(MEM-CAL), and install them in the control module. The
control module will not contain a PROM (MEM-CAL).
9 Important
When replacing a production PCM with a control module,
transfer the broadcast code and production PCM part
number to the control module label. Do not record
information on the access cover.
NOTICE: The ignition must be “OFF,” and
disconnect negative battery cable when disconnecting or
reconnecting the PCM connector, to prevent internal
damage to the PCM.
MEM-CAL REPLACEMENT
Figure 3A-31
The replacement PCM is supplied without a PROM
(MEM-CAL). Care should be taken when removing the PROM
from the defective PCM for use in the replacement PCM.
Using two fingers, push both retaining clips back away
from the PROM (MEM-CAL). At the same time, grasp it at
both ends and lift it up out of the socket. Do not remove the
cover of the PROM (MEM-CAL). Use of unapproved PROM
(MEM-CAL) removal methods may cause damage to the
PROM (MEM-CAL) or socket.
Figure 3A-30
• For alignment notches of the PROM (MEM-CAL) and
carefully set it aside. Do not open the PROM
(MEM-CAL).

NOTICE: To prevent possible Electrostatic Discharge

damage to the PCM, Do Not touch the connector pins or Remove or Disconnect
soldered components on the circuit board. l. New PCM from its packaging and check the service
number to make sure it is the same as the defective PCM.
PCM REPLACEMENT 2. Access cover.
Figure 3A-32
I* + Install or Connect
The MEM-CAL service is listed in this section.
PROM (MEM-CAL) in PROM (MEM-CAL) socket.

Remove or Disconnect
9 Important
1. Negative battery cable.
Press only on the ends of the PROM (MEM-CAL).
2. Glove box.
Small notches in the PROM (MEM-CAL) must be
3. PCM harness connectors.
aligned with the small notches in the PROM
4. PCM from tray.
(MEM-CAL) socket. Gently press down on the ends of
5. Mounting brackets and modules if equipped.
the PROM (MEM-CAL) until the clips are against the
6. Access cover PROM (MEM-CAL). Refer to PROM
side of the PROM (MEM-CAL). Press inward on the
(MEM-CAL) service.
clips until they snap into place. Listen for the click.
2. Access cover on PCM.
+ + Install or Connect 3. PCM in passenger compartment.
1. PROM (MEM-CAL) access cover in new PCM. 4. Connectors to PCM.
2. Mounting brackets and modules if equipped.
3. PCM into tray until clips lock. Functional Check
4. PCM harness connectors.
5. Glove box. 1. Turn ignition “ON.”
6. Negative battery cable. 2. Enter diagnostics.
7. Perform functional check. A. DTC 12 should flash four times (if no other DTC(s)
are present). This indicates the PROM (MEM-CAL) is
installed properly, and the PCM is functioning.
 PUSH
MAP SENSO R
Figure 3A-38 and 3A-40
PUSH
Other than checking for loose EVAP hoses and electrical
connections, the only service possible is unit replacement, if
diagnosis shows sensor to be faulty.

+ + Remove or Disconnect
1. Negative battery cable.
2. EVAP vacuum harness assembly.
3. Electrical connector releasing locking tab.
4. Bolts or release lock tabs and remove sensor.

+ ♦ Install or Connect
11-7-91
*6S 2545-6E 1. Bolts or snap sensor on bracket.
2. Electrical connector.
Figure 3A-30 - PROM (MEM-CAL) Unit Installation
3. EVAP vacuum harness.
B. If DTC 51 occurs, or if the MIL is “ON” constantly 4. Negative battery cable.
with no DTC(s), the PROM (MEM-CAL) is not fully
seated or is defective. OXYGEN SENSO R (02S)
• If not fully seated, press firmly on the ends of the Figure 3A-36
PROM (MEM-CAL).
• If it is necessary to remove the PROM NOTICE: The Oxygen Sensor (0 2 S ) uses a
(MEM-CAL), follow the previous removal permanently attached pigtail and connector. This pigtail
instructions. should not be removed from the Oxygen Sensor (02 S ).
Damage or removal of the pigtail or connector could affect
NOTICE: To prevent possible Electrostatic Discharge proper operation of the oxygen sensor.
damage to the PROM (MEM-CAL), Do Not touch the
component leads, and Do Not remove integrated circuit Take care when handling the Oxygen Sensor (0 2 S ). The
from carrier. in-line electrical connector and louvered end must be kept free
of grease, dirt, or other contaminants. Also, avoid using
cleaning solvents of any type. Do not drop or roughly handle
ENGINE COOLANT TEMPERATURE (ECT)
the oxygen sensor.
SEN SO R
Figures 3A-34 and 3A-35
Remove or Disconnect
NOTICE: Care must be taken, when handling coolant The Oxygen Sensor (0 2 S ) may be difficult to remove,
sensor. Damage to coolant sensor will affect proper when engine temperature is below 48°C (120°F).
operation of the fuel control system. Excessive force may damage threads in exhaust manifold
or exhaust pipe.
|++[ Remove or Disconnect l. Negative battery cable.
2. Electrical connector releasing locking tab.
1. Negative battery cable.
3. Carefully back out oxygen sensor.
2. Drain cooling system below level of sensor.

B
3. Electrical connector releasing locking tab.
4. Coolant sensor from engine. Install or Connect

0
1.
Install or Connect
Coolant sensor in engine.
| 9 j Important
• A special anti-seize compound is used on the Oxygen
2. Electrical connector. Sensor (0 2 S ) threads. The compound consists of
3. Refill coolant system. liquid graphite and glass beads. The graphite will tend
4. Negative battery cable. to burn away, but the glass beads will remain, making
the sensor easier to remove.
B 1.
Remove or Disconnect
PCM ac cess cover.
Inspect
Type of d ip s used on the PROM (MEM-CAL) sockets.
There are two types of clips used on the PROM (MEM-CAL) sockets. A "solid” type
Is used on the early production models. See Figure 3.
Important
DO NOT remove any of the other screws.

Access Cover

| Hollow Type Solid Type

Figure 4

Important
Press only on the ends of the PROM (MEM-CAL).
Small notches in the PROM (MEM-CAL) must be aligned with the small notches In
the PROM (MEM-CAL) socket.
Figure 1

Figure 5
2. PCM ac cess cover.
JL JL
Important S3
Replacement Powertrain Control Module (PCM) is supplied without a
T Figure 6

Memory-Callbration unit PROM (MEM-CAL) so care should be taken when removing

the PROM (MEM-CAL) from the defective PCM a s It will be reused in the new PCM.
Using two fingers, push both retaining clips back away from the PROM (MEM-CAL) at
the sam e time. Grasp the PROM (MEM-CAL) at both ends and lift straight up out of
th e PROM (MEM-CAL) socket. Do not remove the cover of the PROM (MEM-CAL). Use
of unapproved PROM (MEM-CAL) removal m ethods will cause dam age to the PROM
(MEM-CAL) or PROM (MEM-CAL) socket.

Gently press down on the ends of the PROM (MEM-CAL) until the clips are against
the side of the PROM (MEM-CAL). P ress inward on the clips until they sn ap Into
place. Listen for the click.

Important
Do not press on the ends of the PROM (MEM-CAL) until the d ip s sn ap into place
because the controller circuit board and/or clips may be damaged.

Inspect
For alignment notches of the PROM (MEM-CAL) and carefully set aside. Do not
y ---
open the PROM (MEM-CAL).

Figure 8

Figure 3 In S p e C t

Remove or Disconnect (Figures 1 and 2) Retaining clip have snapped into place.

1. New Powertrain Control Module (PCM) from its packaging and check the + ♦ Install or Connect (Figures 1)
service number to make sure It Is th e sam e a s the defective PCM.
2. A ccess cover. Access cover on PCM.
PCM to mounting bracket in correct location and perform “On-Board

E3Install or Connect (Figures 4, 5, 6, 7 and 8) Diagnostic (OBD) System Checks” to confirm proper installation.

6-10-92
1. PROM (MEM-CAL) In PROM (MEM-CAL) socket. NS 14909
 1 CONTROL MODULE

2 FUEL MODULE

3 ELECTRONIC CONNECTOR 1 ENGINE COOLANT TEMPERATURE SENSOR

P S 10903
8S 4613-6E
Figure 3A-32 - Powertrain Control Module Figure 3A-35 - Engine Coolant Temperature Sensor -
7.4L

8-1-90

Figure 3A-33 - PROM (MEM-CAL) Unit Socket

1 SENSOR
2 INLET MANIFOLD
7S 3815-6E
Figure 3A-34 - Engine Coolant Temperature Sensor -
4.3L, 5.0L, 5.7L
 New, or service replacement sensors will already have the
compound applied to the threads. If a sensor is removed from an
engine, and if for any reason it is to be reinstalled, the threads
must have anti-seize compound applied before reinstallation.
1. Coat threads of oxygen sensor with anti-seize compound
(GM P/N 5613695 or equivalent), if necessary.
2. Sensor, and torque to 41 N m (30 lb. ft.).
3. Electrical connector.
4. Negative battery cable.
HEATED OXYGEN SENSO R (H02S)
Figure 3A-37
NOTICE: The Heated Oxygen Sensor (H 02S ) uses a
permanently attached pigtail and connector. This pigtail
should not be removed from the Heated Oxygen Sensor
(H 02S ). Damage or removal of the pigtail or connector
could affect proper operation of the oxygen sensor.
Take care when handling the Heated Oxygen Sensor
(H 02S ). The in-line electrical connector and louvered end
must be kept free of grease, dirt, or other contaminants. Also,
avoid using cleaning solvents of any type. Do not drop or
roughly handle the heated oxygen sensor.
1 PORT "F"
2 HARNESS ASSEMBLY
3 MAP SENSOR
4 BRACKET 9S 5607-6E
If the heated oxygen sensor pigtail wiring, connector or
terminal is damaged, the entire oxygen sensor assembly must
be replaced. Do not attempt to repair 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 air reference is obtained by way of the oxygen
sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction 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 poor performance. Also,
the sensor pigtail and harness wires must not be
damaged in such a way that the wires inside are exposed.
This could provide a path for foreign materials to enter
the sensor and cause performance problems.
• Neither the sensor or vehicle lead wires should be bent
sharply or kinked. Sharp bends, kinks, etc., could
block the reference air path through the lead wire.
• Do not remove or defeat the oxygen sensor ground
wire (where applicable). Vehicles that utilize the
ground wired sensor may rely on this ground as 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 be soldered since this could
result in the air reference being obstructed.
|+»| Remove or Disconnect
• The Heated Oxygen Sensor (H 02S ) may be difficult to
remove, when engine temperature is below 48°C (120°F).
Excessive force may damage threads in exhaust manifold
or exhaust pipe.
1. Negative battery cable.
2. Electrical connector releasing locking tab.
3. Carefully back out oxygen sensor.
 THROTTLE POSITION (TP) SENSO R

Replacement - TBI
Figure 3A-40

Remove or Disconnect
1. Air cleaner and adapter.
2. Electrical connector releasing locking tab.
3. Two TP sensor attaching screw assemblies.
4. TP sensor from throttle body assembly.
5. TP sensor seal.

NOTICE: The TP sensor is an electrical component

and must not be soaked in any liquid cleaner, or solvent, as
damage may result.

Install or Connect
TP sensor seal over throttle shaft as shown in Figure 3A-41.
With throttle valve closed, install TP sensor on throttle
1 MAP SENSOR shaft. Rotate counterclockwise to align mounting holes.
2 EVAP HARNESS ASSEMBLY
3 INTAKE MANIFOLD SOURCE
Two TP sensor attaching screw assemblies.
4 INTAKE MANIFOLD Refer to “Thread-Locking Materials.”
4-14-94
RS 21456 ^ Tighten
Figure 3A-39 MAP Sensor - TBI - 7.4L • Screw assemblies to 2.0 N m (18.0 lb. in.).
4. Electrical connector.
5. Air cleaner and adapter.
«. Install or Connect

9 Important
A special anti-seize compound is used on the Heated
Oxygen Sensor (H 02S ) threads. The compound
consists of liquid graphite and glass beads. The
graphite will tend to burn away, but the glass beads
will remain, making the sensor easier to remove.

New, or service replacement sensors will already have the

compound applied to the threads. If a sensor is removed from an
engine, and if for any reason it is to be reinstalled, the threads
must have anti-seize compound applied before reinstallation. 1 SENSOR
1. Coat threads of heated oxygen sensor with anti-seize 2 SCREW ASSEMBLY
compound (GM P/N 5613695 or equivalent), if necessary.
2. Sensor, and torque to 41 N m (30 lb. ft.). 3 SEAL
MP 1205-AS
3. Electrical connector.
Figure 3A-40 - Throttle Position (TP) Sensor - TBI
4. Negative battery cable.
 1 HARNESS CONNECTOR
2 O-RING SEAL
3 VEHICLE SPEED SENSOR (VSS)

4 B0LT MS 9570-6E

Figure 3A-43 - Vehicle Speed Sensor (VSS) Manua

Automatic Transmission Transmission

KNOCK SEN SO R (KS)
Refer to SECTION 7 for replacement of the knock sensor.
VEHICLE SPEED SEN SO R (VSS)
Figures 3A-41 through 3A-43
Refer to SECTION 10 for Vehicle Speed Sensor (VSS)
service, which is located on the transmission or transfer case.
VEHICLE SPEED SIGNAL (VSS) BUFFER
MODULE
Figure 3A-44
Refer to SECTION 8, in the appropriate service manual for
vehicle speed signal buffer module.
The VSS buffer module is located on the right hand side of
steering column, attached to the instrument panel.
TRANSMISSION RANGE (TR) POSITION
SWITCH
Refer to SECTION 10.
PARTS INFORMATION
PART NAME GROUP
Control Module, P C M .................................................3.670
PROM (M EM -CAL).....................................................3.670
Sensor, Engine Coolant Temp................................... ..3.682
Sensor, Exhaust Oxygen ( 0 2 ) .................................. ..3.682
Sensor, M A P ............................................................... ..3.682
Sensor, Throttle Position: Part of
Sensor Kit, Throttle Position ................................3.440
Sensor, Throttle Position: Part of
Sensor Kit, Throttle Position ..................................3.764
Sensor, Knock (K S ).....................................................2.383
Sensor, Vehicle Speed (VSS) .................................. ..3.682
Buffer, Vehicle Speed (VSS) ....................................3.682
Figure 3A-44 - V S S Buffer
 SECTION 3B
CONTROL MODULE SYSTEM (ECM/GMCM)
5.0L, 5.7L (C/K)
(WITH MANUAL TRANSMISSION)
CONTENTS
General Description.................................3B-3
Engine Control Module (ECM) .............. 3B-3
E C M Learning Ability........................... 3B-3
P R O M ............................................... 3B-4
P R O M (C A L -P A K )............................... 3B-4
Diagnosis ..............................................3B-4
On-Board Diagnostic (OBD)
System C h e c k .................................3B-4
On-Board Diagnostic (OBD) System
Check (With Tech 1 Scan Tool) .......... 3B-6
Typical Scan Data Values .................... 3B-8
Tech 1 Scan Tool Positions and
Definitions.......................................3B-9
P R O M (C A L -P A K )............................... 3B-10
Fuel Control .......................................3B-10
Fuel Injector....................................3B-10
Pressure Regulator ..........................3B-10
Idle Air Control (IAC) ....................... 3B-10
Fuel Pump Circuit ........................... 3B-10
Fuel M od ule....................................3B-10
Fuel Module C h e c k ..........................3B-11
Engine Coolant Temperature (ECT)
S e n s o r ........................................... 3B-11
Manifold Absolute Pressure (MAP)
S e n s o r ......................................... 3B-11
Oxygen Sensor ( 0 2 S ) ..........................3B-11
Throttle Position (TP) S e n s o r ................3B-11
TP Sensor O u tp u t........................... 3B-11
Vehicle Speed Sensor (VSS) ................3B-11
Exhaust G as Recirculation (EGR)
Sy ste m ........................................... 3B-11
Idle Speed ........................................ 3B-12
Ignition Control (IC) .............................3B-12
Knock Sensor (KS) ............................ 3B-12
System Over Voltage........................... 3B-12
Crank S ig n a l.......................................3B-12
Distributor Reference Signal ................. 3B-12
A/C S ig n a l......................................... 3B-12
Exhaust S y ste m .................................. 3B-12
Chart A-1 No M IL (Service Engine
S o o n ) ........................................... 3B-14
Chart A-2 No Serial Data or Will Not
Flash DTC 12 M IL (Service Engine
Soon) “O N ” Ste a d y .......................3B-16
Chart A-3 Engine Cranks But Will Not
R u n ............................................... 3B-18
Chart A-4 Injector Circuit D ia g n o s is ....... 3B-20
Chart A-5 Fuel Pump Relay Circuit
Diagnosis .......................................3B-22
Chart A-6 Fuel System D ia g n o sis.......... 3B-24
Manifold Absolute Pressure (MAP)
Output Check ................................. 3B-26
Crank Signal D iagn osis........................ 3B-28
A/C Signal D ia gn o sis........................... 3B-30
Restricted Exhaust System C h e c k .......... 3B-31
Diagnostic Trouble Code (DTC)
Identification....................................3B-32
DTC 13 - Oxygen Sensor (02S) Circuit
(Open Circuit) ................................. 3B-34
DTC 14 - Engine Coolant Temperature
(ECT) Sensor Circuit Low (High
Temperature Indicated)...................3B-36
DTC 15 - Engine Coolant Temperature
(ECT) Sensor Circuit High (Low
Temperature Indicated)...................3B-38
DTC 21 - Throttle Position (TP) Sensor
Circuit High (Signal Voltage High) ......3B-40
DTC 22 - Throttle Position (TP) Sensor
Circuit Low (Signal Voltage Low) ....... 3B-42
DTC 24 - Vehicle Speed Sensor (VSS)
Circuit L o w ....................................3B-44
DTC 32- Exhaust G as Recirculation (EGR)
Error............................................. 3B-46
DTC 33 - Manifold Absolute Pressure
(MAP) Sensor Circuit High (Signal
Voltage High - Low Vacuum) ........ 3B-48
DTC 34 - Manifold Absolute Pressure
(MAP) Sensor Circuit Low (Signal Voltage
Low - High V a c u u m )...................3B-50
DTC 42 - Ignition Control (IC) E r r o r ......3B-52
DTC 43 - Knock Sensor (KS) Circuit ---- 3B-54
DTC 44 - Lean Exhaust ......................3B-56
DTC 45 - Rich E x h a u st....................... 3B-58
DTC 54 - Fuel Pump Relay
(Low Voltage) ................................. 3B-60
DTC 51 - PRO M Problem .................... 3B-62
DTC 52 - PRO M (CAL-PAK) Missing .... 3B-62
DTC 55 - Faulty EC M ........................ 3B-62
 E C M Wiring Diagrams
5.0L, 5.7L (C/K) (1 of 4) ................. 3B-63
E C M Connector Terminal End View
5.0L, 5.7L (C/K) (1 of 4) ................. 3B-67
On-Vehicle Service .................................3B-71
Electronic Control Module ( E C M ) ........... 3B-71
E C M Replacement - With PR O M
(CAL-PAK) ................................... 3B-71
PR O M (C A L -P A K )............................... 3B-71
Engine Coolant Temperature (ECT)
S e n s o r ........................................... 3B-71
M AP S e n s o r ...................................... 3B-71
Oxygen Sensor ( 0 2 S ) ..........................3B-73
Throttle Position Sensor (TP) Sensor
Replacement .................................. 3B-73
Knock Sensor (KS) ............................ 3B-74
Vehicle Speed Sensor (VSS) ................3B-74
Vehicle Speed Sensor (VSS) B uffer....... 3B-74
Parts Information ....................................3B-74
 GENERAL DESCRIPTION
This section applies to all manual transmission equipped
vehicles listed below:
5.0L, 5.7L (C/K)
These engines have controls to reduce exhaust emissions,
while maintaining good driveability and fuel economy.
An Engine Control Module (ECM) is the main control
system and constantly monitors sensors used to provide
information about engine operation and the various systems.
Basic operation, diagnosis, functional checks, and on-vehicle
service are covered in this section.
The ECM has the ability to perform some diagnosis of
itself, as well as other parts of the system. When a fault is
detected, it lights a Malfunction Indicator Lamp (MIL)
“Service Engine Soon” on the instrument panel and a
Diagnostic Trouble Code (DTC) will be stored in the ECM
memory. This does not mean that the engine should be stopped
right away, but that the cause of the lamp coming “ON” should
be checked as soon as reasonably possible.
Diagnostic charts incorporate diagnosis procedures using a
Data Link Connector (DLC) scan tool, such as the Tech 1 where
possible. The scan tool has the ability to save time in diagnosis
and prevent the replacement of good parts. The key to using
the scan tool successfully for diagnosis lies in the
technician’s ability to understand the system being
diagnosed, as well as an understanding of the scan
tool’s limitations. See SECTION 3 for more
information.
ENGINE CONTROL MODULE (ECM)
Figure 3B-1
The Engine Control Module (ECM) is located in the
passenger compartment and is the control center of the control
module system.
The ECM constantly looks at the information from various
sensors, and controls the systems that affect vehicle performance.
The ECM performs the diagnostic fiinction of the system. It can
recognize operational problems, alert the driver through the MIL,
and store a DTC or DTC(s), thereby identifying the problem
area(s) to aid the technician in making repairs.
The ECM is designed to process the various input
information and then sends the necessary electrical responses to
control fuel delivery, spark timing and other emission control
functions. The input information has an interrelation to more
than one output, therefore, if the one input failed it could effect
more than one systems operation.
ECM LEARNING ABILITY
The ECM has a “learning” ability which allows it to make
corrections for minor variations in the fuel system to improve
driveability. If the battery is disconnected to clear DTC(s), or
for repair, the “learning44 process has to begin all over again.
A change may be noted in the vehicle’s performance. To
“teach” the vehicle make sure the engine is at operating
temperature, drive at part throttle with moderate acceleration
and idle conditions until normal performance returns.
NOTICE: The ECM must be maintained at a
temperature below 85°C (185°F) at all times. This is most
essential if the vehicle is put through a paint baking
process. The ECM will become inoperative if its
temperature exceeds 85°C (185°F). It is recommended that
temporary insulation be placed around the ECM or
removed from the vehicle during the time the vehicle is in a
paint oven or other high temperature processes. Do not
operate the vehicle if insulation is on the ECM.
Vehicles referred to in this section have an ECM (referred
to as GMCM) with three parts for service. A controller (an
ECM without a PROM [CAL-PAK]), a PROM (CAL-PAK)
with specific program information for an engine and vehicle,
and a PROM (CAL-PAK) with specific calibration information
on some vehicles. The PROM (CAL-PAK) is soldered in.
1 PCM
2 PCM HARNESS CONNECTORS TO PCM
3 PROM ACCESS COVER
4S1196-6E
Figure 3B-1 - Engine Control Module (GMCM)
PROM
Figure 3B-2
Information for specific engine and vehicle is programmed
using an integrated circuit called a PROM, (Programmable
Read-Only Memory). In the parts book, it is listed as a
calibrator. This allows one model of controller to be used for
many different vehicles. The PROM is located inside the ECM
and has information on the vehicle’s weight, engine,
transmission, axle ratio, and several others. While one ECM
part number can be used by many vehicle lines, a PROM is very
specific and must be used for the right vehicle. For this reason,
it is very important to check the latest parts book and service
bulletin information for the correct part number when replacing
a PROM.
DIAGNOSIS
The control module system has a diagnostic system built
into the ECM to indicate a failed circuit. An amber Malfunction
Indicator Lamp (MIL) “Service Engine Soon” on the
instrument panel will illuminate if a problem has been detected
when the engine and vehicle are running. This lamp is also used
for a bulb and system check.
The “On-Board Diagnostic System Check” is the
starting point for the diagnostic procedures or an
emissions test failure. The diagnostic charts are related to
the ECM and will determine if the ECM is working properly.
This section diagnoses the fuel system controlled by the ECM
and has charts to diagnose a circuit when the ECM has
displayed a DTC.
The system requires a scan tool, test light, digital voltmeter
with 10 megohms impedance (J 39200), vacuum gage and
jumper wires for diagnosis. Refer to SECTION 13 for
additional information about special tools.
PROM (CAL-PAK)
Figure 3B-2
A PROM (CAL-PAK) is used to allow fuel delivery if
other parts of the ECM are damaged. If the PROM (CAL-PAK)
is missing, it will result in a no start condition.
NOTICE: On some vehicles, the PROM (CAL-PAK)
is soldered in.
Figure 3B-2 - PROM and PROM (CAL-PAK)
With the ignition “ON” and engine not running, the MIL
should illuminate, which indicates that the ECM has completed
the circuit to turn “ON” the lamp.
If the MIL is not “ON,” refer to CHART A -1 for diagnosis.
When the engine is started, the lamp will turn “OFF.” If
the lamp remains “ON,” refer to “On-Board Diagnostic System
Check.”
ON-BOARD DIAGNOSTIC (OBD) SYSTEM
CHECK
Since this is the starting point for the diagnostic
procedures or finding the cause of an emissions test
failure, always begin here.
The circuit check is performed through the twelve terminal
assembly line Data Link Connector (DLC) under the
instrument panel in the passenger compartment.
BLANK
 ECM

ON-BOARD DIAGNOSTIC (OBD) SYSTEM CHECK

(With Tech 1 Scan Tool)
The diagnostic circuit check is an organized approach to identifying a problem created by a control module system malfunction.
It must be the starting point for any driveability complaint diagnosis, because it directs the service technician to the next logical step
in diagnosing the complaint. Understanding the chart and using it correctly will reduce diagnostic time and prevent the unnecessary
replacement of good parts.
Chart Test Description: Number(s) below refer to 6. Although the ECM is powered up, a “Cranks But Will Not
circled number(s) on the diagnostic chart. Run” symptom could exist because of an ECM or system
1. This step is a check for the proper operation of the problem.
Malfunction Indicator Lamp (MIL). The MIL should be 7. This step will determine if the customer complaint is a
“ON” steady. MIL or a driveability problem with no MIL. Refer to
2. No MIL at this point indicates that there is a problem with “Diagnostic Trouble Code Identification” in this section
the MIL circuit or the ECM control of that circuit. for a list of valid DTC(s). An invalid DTC may be the
3. This test checks the ability of the ECM to control the MIL. result of a faulty scan tool, PROM or ECM.
With the diagnostic terminal grounded, the MIL should 8. Comparison of actual control system data with the typical
flash a DTC 12 three times, followed by any DTC stored in scan data values is a quick check to determine if any
memory. Depending upon the type of ECM or PROM parameter is not within limits. Keep in mind that a base
(CAL-PAK) error may result in the inability to flash engine problem (i.e. advanced cam timing) may
DTC 12. substantially alter sensor values.
4. This test checks the “Quad-Driver” circuit. If the MIL
flashes less than three times, there is a problem with the
MIL circuit or the ECM control of that circuit. Refer to
“ECM QDR Check Procedure.”
5. By using Tech 1 to aid diagnosis, serial data must be
available. If a PROM (CAL-PAK) error is present, the
ECM may have been able to flash DTC 12/51, but not
enable serial data.
 ON-BOARD DIAGNOSTIC (OBD) SYSTEM CHECK
(With Tech 1 Scan Tool)

• IGNITION “ON,” ENGINE “OFF.”

• NOTE MIL (SERVICE ENGINE SOON).

X X
ST E A D Y LIGHT NO LIGHT FLASHING DTC 12
© [
© [
• USING TECH 1 SC A N TOOL, PER FO RM
r3zzrn
R E F E R TO CH EC K FOR G RO U NDED
® O N -BO ARD DIAGNOSTIC SY ST E M [_ C H A R T A -lJ DIAGNOSTIC TEST CIRCUIT.
CHECK.
OR
JU M PER DLC TERM INAL “B ” TO “A ”.
D O E S MIL LIGHT FLASH DTC 12?

X
YES NO
~T~ r 1 1 --------------------------------- n

© D O E S MIL FLA SH DTC 12 AT

L E A ST TH REE T IM E S?

X
YES NO
m r- J Z ------------
© [ D O E S TECH 1 DISPLAY ENGINE DATA? R E FE R TO ECM QDR
[_CHECK ^ O C E D U R e J

X
YES NO

WILL THE ENGINE ST A R T ?

© [
X
YES NO
m
A R E A N Y DTC(s) D ISPLA Y E D ?
© [
1
YES NO
~T~ I
R E F E R TO A P P LIC A B LE DTC CHART. R E F E R TO "TYPICAL SC AN DATA V A LU E S”
START WITH LO W EST DTC. © A N D COMPARE WITH SC AN DATA.
 TYPICAL SCAN DATA VALUES
The scan data listed in this table may be used for comparison after completing the on-board diagnostic system check and
finding the on-board diagnostics functioning properly with no diagnostic DTCs displayed. The “Typical Scan Data Values”
are an average of display values recorded from normally operating vehicles and are intended to represent what a normally
functioning system would display. The values you get may vary due to low battery charge or other reasons, but they should be
very close.
A SCAN TOOL THAT DISPLAYS FAULTY DATA SHOULD NOT BE USED, AND THE PROBLEM
SHOULD BE REPORTED TO THE MANUFACTURER. THE USE OF A FAULTY SCAN TOOL CAN
RESULT IN MISDIAGNOSIS AND UNNECESSARY PARTS REPLACEMENT.
Only the parameters listed below are used in this manual for diagnosis. If a scan tool displays other parameters, the
values are not recommended by General Motors for use in diagnosis. For more description on the values and use of the scan
tool to diagnosis ECM inputs, refer to the applicable “Component Systems” diagnosis. If all values are within the range
illustrated, refer to SECTION 2.
SCAN TOOL DATA
Test Under Following Conditions:
• Engine at Operating Temperature • Engine Idling in “Closed Loop” • Closed Throttle • Park/Neutral
• All Accessories “O F F ’
Scan Position Units Displayed Typical Data Value Refer to Section
E N G IN E S P E E D RPM ± 100 R PM from desired “4»
RPM in neutral (M/T) “3”
D E S IR E D IDLE R PM ECM idle command (varies
with temp)
EN G C O O LA N T
TEM P °C, °F 85°C - 105°C/190°F - 210°F “3”
M AP kPa/Volts (varies with manifold and “3”
barometric pressures)
TH R O T PO SIT IO N Volts .45-1.25 “3”
TH RO T TLE A N G LE 0 - 100% 0 “3”
02S Millivolts 100-999 (Varies continuously) “3”
LO O P STATU S Open Loop/Closed Loop Closed Loop “3”
RICH/LEAN STATU S Rich/Lean Rich/lean changing constantly “3”
0 2 S C R O SS COUNTS Counts Always changing “3”
K N O C K SIG N A L No/Yes No “3”
SH O R T T E R M FU EL Counts 110-145 “3”
TRIM
LO NG T E R M F U EL Counts 118-138 “3”
TRIM
IDLE AIR C O N T R O L Counts 1 to 50 “3”
A C CLUTCH On/Off Off “3”
M PH/Km/h 0-255 0 “3”
SH IF T LIGHT Off/On Off “3”
S Y S T E M VO LTS 0-25.5 13.5 to 14.5 “3”
F U E L P U M P V O LT S 0-25.5 13.5 to 14.5 “3”
CALIBRATIO N ID 0-9999 Internal ID only “3”
A IR C O N T R O L S O L Port/Atmosphere Atmosphere “3”

Varies with manifold and barometric pressures.

SE C T IO N 4 or SE C T IO N 6D of appropriate service manual.
The P R O M (CAL-PAK) identification parameter describes the particular PR O M (CAL-PAK)
used in the E C M being tested.
TECH 1 SCAN TOOL POSITIONS AND
DEFINITIONS
The following positions may not be applicable to all
engines:
ENGINE SPEED - Engine speed is computed by the ECM
from the fuel control reference input. It should remain close to
desired idle under various engine loads with engine idling.
DESIRED IDLE - The idle speed commanded by the ECM.
The ECM will compensate for various engine loads to keep the
engine at the desired idle speed.
ENGINE COOLANT TEMP - The Engine Coolant Temperature
(ECT) sensor is mounted in the intake manifold and sends engine
temperature information to the ECM. The ECM supplies 5 volts
to the coolant temperature sensor circuit. The sensor is a
thermistor which changes internal resistance as temperature
changes. When the sensor is cold (internal resistance high), the
ECM monitors a high signal voltage which it interprets as a cold
engine. As the sensor warms (internal resistance decreases), the
voltage signal will decrease and the ECM will interpret the lower
voltage as a warm engine.
MANIFOLD ABSOLUTE PRESSURE (MAP) SEN SO R -
The MAP sensor produces a low signal voltage when manifold
pressure is low (high vacuum) and a high voltage when the
pressure is high (low vacuum). 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 sensor * * is a good way to
check accuracy of a “suspect” sensor. Readings should be the
same +.4 volt.
THROT POSITION - Used by the ECM to determine the
amount of throttle demanded by the driver. Should read
.45-.85 volt at idle to above 4 volts at Wide Open Throttle (WOT).
THROTTLE ANGLE - Computed by the ECM from TP
signal voltage (Throt position) should read 0% at idle, 100% at
Wide Open Throttle (WOT).
0 2 S - Represents the exhaust oxygen sensor output voltage.
Should fluctuate constantly within a range between 100 mV
(lean exhaust) and 1000 mV (rich exhaust) when operating in
“Closed Loop.”
RICH/LEAN STATUS - Indicates whether exhaust oxygen
sensor voltage is above (rich) or below (lean) the 450 mV
oxygen sensor threshold voltage. Should change constantly
indicating that the ECM is controlling the air/fuel
mixture properly.
02S CR O SS COUNTS - The number of times the oxygen
sensor voltage crosses over the rich/lean threshold during a one
second interval.
LOOP STATUS - This position will indicate whether the
engine control system is operating in “Open” or “Closed
Loop.” Most systems go “Closed Loop” after a certain amount
of run time, when coolant temperature is high enough, and the
oxygen sensor becomes active.
KNOCK SIGNAL - Tech 1 Scan Tool Displays “Y E S ”
OR “NO” - Indicates whether or not a knock signal is being
detected by the ECM.
SHORT TERM FUEL TRIM (Formerly Integrator) -
Represents a short-term correction to fuel delivery by the ECM
in response to the amount of time the oxygen sensor voltage
spends above or below the 450 mV threshold. If the oxygen
sensor voltage has mainly been below 450 m V, indicating a lean
air/fuel mixture, short-term fuel trim will increase to tell the
ECM to add fuel. If the oxygen sensor voltage stays mainly
above the threshold, the ECM will reduce fuel delivery to
compensate for the indicated rich condition.
LONG TERM FUEL TRIM - Is derived from the short-term
fuel trim value and is used for long term correction of fuel
delivery. A value of 128 counts indicates that fuel delivery
requires no compensation to maintain a 14.7:1 air/fuel ratio. A
value below 128 counts means that the fuel system is too rich
and fuel delivery is being reduced (decreased injector pulse
width). A value above 128 counts indicates that a lean
condition exists and the ECM is compensating by adding fuel
(increased injector pulse width).
IDLE AIR CONTROL (IAC) - The system is used to control
engine idle speed to the desired RPM for different operating
conditions. In this mode, the numbers will indicate the position
the ECM thinks the valve is in. The ECM moves the IAC in
counts and these counts are displayed on a Tech 1 scan tool.
A/C CLUTCH - Displays “ON” when the ECM has
commanded the A/C clutch “ON.”
MPH KM/H - Vehicle speed is an ECM internal parameter. It is
computed by timing pulses coming from the Vehicle Speed
Sensor (VSS). Vehicle speed is used in checking TCC lock-up
speed or speedometer accuracy. Speed is displayed in both
miles per hour (mph) or kilometer per hour (km/h).
SHIFT LIGHT - The shift light is used in manual transmissions
to indicate the optimum point for upshifting. The ECM uses
engine speed, vehicle speed, and engine load to determine the
state of the shift light.
SYSTEM VOLTS - Battery/ignition voltage is an analog input
signal read by the ECM. It is the ignition switched battery
voltage and is mainly used for diagnostics. Certain ECM
functions will be modified if the battery voltage falls below or
rises above programmed thresholds.
FUEL PUMP V O LT S -T his parameter is a reading of the
voltage found at the fuel pump. It is used by the ECM as the
system voltage. The ECM uses fuel pump volts as a reference to
determine electrical loading.
CALIBRATION ID - The PROM (CAL-PAK) identification
parameter describes the particular PROM (CAL-PAK) used in
the ECM being tested. The PROM (CAL-PAK) contains the
ECM program. PROM ID is used when it is necessary to
replace the PROM (CAL-PAK). PROM ID must be specified
when ordering new PROM(s). PROM ID should not be
confused with “Part Number.”
AIR CONTROL SO L - When the air injector reaction divert
solenoid (Air Control) is “ON” (LOW, NORMAL, PORT), air
from the AIR pump is sent to the AIR switch. When it is “OFF”
(HIGH, DIVER, ATMOSPHERE), the air is vented to the
atmosphere or air cleaner.
PROM (CAL-PAK)
A no start and run condition will result if the PROM
(CAL-PAK) is not installed in the ECM. A PROM (CAL-PAK)
that is removed will set a DTC 52.
FUEL CONTROL
Fuel delivery is controlled by the control module system.
The diagnosis of fuel control starts with “Engine Cranks
But Will Not Run” CHART A-3. This chart will test the fuel
system and if there is a problem will lead you to check and
diagnose the fuel pump relay circuit, the injector circuit or the
fuel system.
Fuel Injector
Testing the fuel injector circuit is in CHART A-3 with
additional diagnosis in CHART A-4.
A fuel injector which does not open may cause a “no start”
condition. Also, dieseling could occur because some fuel could
be delivered to the engine after the key is turned “OFF.”
Pressure Regulator
Testing the pressure regulator circuit is in CHART A-3
and A-4.
If the pressure regulator in the TBI supplies pressure which
is too low, poor performance could result. If the pressure is too
high, unpleasant exhaust odor may result.
Idle Air Control (IAC)
The diagnosis of Idle Air Control (IAC) can be found in
SECTION 4.
If the IAC valve is disconnected or connected with the
engine running, the idle RPM may be wrong. The IAC valve
may be reset by turning the ignition switch “ON” and “O F F ’
one time. The Tech 1 also can reset IAC.
The IAC valve affects only the idle characteristics of the
engine. If it is open fully, too much air will be allowed in the
manifold and idle speed will be high. If it is stuck closed, too
little air will be allowed in the manifold, and idle speed will be
too low. If it is stuck part way open, the idle may be rough, and
will not respond to engine load changes.
Fuel Pump Circuit
DTC 54 indicates a failure in the fuel pump circuit. The
fuel pump relay has a connector pigtail located near the relay to
assist in testing the system. By applying voltage at this
terminal, it can be determined if the fuel pump will operate.
This terminal will also prime the fuel line to the TBI unit.
Refer to CHART A-5 for diagnosis of the fuel pump relay
circuit.
An inoperative fuel pump will cause a “no start” condition.
A fuel pump which does not provide enough pressure can result
in poor performance.
An inoperative fuel pump relay can result in long cranking
times, particularly if the engine is cold. The oil pressure switch
will turn “ON” the fuel pump, as soon as oil pressure reaches
about 28 kPa (4 psi).
Fuel Module
On all 5.7L engines over 8500 GVW, the fuel module will
override the ECM two second timer and the fuel pump will run
for twenty seconds and then shut “OFF” if the vehicle is not
started. This circuit corrects a hot restart vapor lock during high
ambient temperatures.
Fuel Module Check
1. Disconnect the fuel module. (CHART A-5.)
2. With a test light and ignition “ON,” probe connector
terminal “C” to ground. Circuit is OK if light is “ON.”
There is an open if the light is “OFF.”
3. Probe connector terminals “C” to “D” with test light.
Circuit is OK if light is “ON.” There is an open in ground
circuit if light is “OFF.”
4. Ignition “OFF.” Probe connector terminals “A” to “D”
with test light. Ignition “ON,” test light should illuminate
for two seconds. There is an open in the circuit if the light
is “OFF.”
5. Replace fuel module if there is no twenty second fuel
pump operation.
ENGINE COOLANT TEMPERATURE (ECT)
SE N SO R
DTC 14 or DTC 15 indicates a failure in the engine
coolant temperature sensor circuit.
Most scan tools display engine coolant temperature in
degrees centigrade. After engine is started, the temperature
should rise steadily to about 90°C then stabilize when
thermostat opens.
MANIFOLD ABSOLUTE PRESSU RE (MAP)
SEN SO R
DTC 33 or DTC 34 indicates a failure in the MAP sensor
circuit. Also refer to “MAP Output Check Diagnosis” to check
the MAP sensor if there is no DTC.
OXYGEN SEN SO R (02S)
DTC 13 indicates an open in the 02S circuit. DTC 44
indicates a low voltage (lean) on the 02S circuit. DTC 45
indicates a high voltage (rich) on the 02S circuit. If a DTC is set,
the engine will always run in the “Open Loop” mode. The 02S
voltage output can be measured with a digital voltmeter having at
least a 10 megohm input impedance. Use of a standard shop type
voltmeter will result in an inaccurate reading.
Normal scan voltage varies between 100 mV to 999 mV
(.1 and 1.0 volt) while in “Closed Loop.” DTC 13 sets in
one minute if voltage remains between .35 and .55 volt, but the
system will go “Open Loop” in about 15 seconds.
Using the scan, observe the long term fuel trim values at
different RPM and air flow conditions to determine when
DTC 44 or DTC 45 may have been set. If the condition for
DTC 44 exists, the long term fuel trim values will be around
150. If the condition for DTC 45 exists, the long term fuel trim
values will be around 115.
THROTTLE POSITION (TP) SENSO R
When a DTC is set, the ECM will use an artificial value for
throttle position and some engine performance will return.
A broken TP sensor can cause intermittent bursts of fuel
from the injector(s) and an unstable idle because the ECM
thinks the throttle is moving.
The scan tool reads throttle position in volts and should
read about .60 with the throttle closed, ignition “ON” or at idle.
Voltage should increase at a steady rate as throttle is moved
toward Wide Open Throttle (WOT).
Scan TP sensor while depressing accelerator pedal with
engine stopped and ignition “ON.” Display should vary from
below 1.25 volts (1250 mV) when throttle was closed, to over
4.5 volts (4500 mV) when throttle is held at wide open throttle
position.
TP Sensor Output
This check should be performed when TP sensor attaching
parts have been replaced. A Tech 1 scan tool can be used to read
the TP sensor output voltage, or:
1. Connect digital voltmeter J 39200 or equivalent, from
TP sensor connector terminal “B” (BLK wire) to
terminal “C” (DK BLU wire). Jumpers for terminal
access can be made using terminals “ 1214836” and
“ 12014837”.
2. With ignition “ON,” engine stopped, the TP sensor
voltage should be less than .85 volt if more than
.85 volt verify free throttle movement. If still more
than .85 volt, replace TP sensor.
3. Remove the voltmeter and jumpers, reconnect the TP
sensor connector to the sensor.
VEHICLE SPEED SEN SO R (VSS)
The vehicle speed sensor circuit diagnosis is in DTC 24
chart.
Scan reading should closely match speedometer readings,
with the drive wheels turning.
EXHAUST GAS RECIRCULATION (EGR)
SYSTEM
DTC 32 indicates that there is a failure in the EGR
system circuit.
IDLE SPEED KNOCK SEN SO R (KS)
Refer to “Diagnosis” in SECTION 4 for Idle Air Control DTC 43 sets if there is an open or short to ground in the
(IAC). KS circuit.
• System too lean (High air/fuel ratio) - Idle speed may be If the conditions for a DTC 43 are present, the scan tool
too high or too low. Engine speed may vary up and down, will always display “YES.” There should not be a knock at idle
disconnecting IAC does not help. May set DTC 44. unless an internal engine problem, or a system problem exists.
Scan tool and/or voltmeter will read an Oxygen Sensor
(0 2 S ) output less than 300 mV (.3 volt). Check for low SYSTEM OVER VOLTAGE
regulated fuel pressure or water in fuel. A lean exhaust
with an 0 2 S output fixed above 800 mV (.8 volt) will be a DTC 53 sets if there is voltage greater than 17.1 volts for
contaminated sensor, usually silicone. This may also set a two seconds at ECM terminal “B l”. This indicates that there is
DTC 45. a basic generator problem.
• System too rich (Low air/fuel ratio) - Idle speed too low.
Scan counts usually above 80. System obviously rich and CRANK SIGNAL
may exhibit black exhaust smoke. Scan tool and/or voltmeter
will read an 02S signal fixed above 800 mV (.8 volt). Refer to “Crank Signal Diagnosis.” If there is no crank
signal to the ECM, the engine may be hard to start.
IGNITION CONTROL (IC)
DISTRIBUTOR REFERENCE SIGNAL
When the system is running on the ignition module, that is,
no voltage on the bypass line, the ignition module grounds the The distributor reference signal is covered in SECTION 6.
IC signal. The ECM expects to see no voltage on the IC line
during this condition. If it sees a voltage, it sets DTC 42 and A/C SIGNAL
will not go into the IC mode.
When the RPM for IC is reached (about 400 RPM), and Refer to “A/C Signal Diagnosis.”
bypass voltage is applied, the IC should no longer be grounded
in the ignition module so the IC voltage should be varying. EXHAUST SYSTEM
If the bypass line is open or grounded, the ignition module
will not switch to IC mode so the IC voltage will be low and Refer to “Restricted Exhaust System Check.”
DTC 42 will be set.
If the IC line is grounded, the ignition module will switch
to IC, but because the line is grounded there will be no IC
signal. A DTC 42 will be set.
DTC 42 sets if there is an open or a short to ground in the
IC or bypass circuit.
BLANK
 ECM

CHART A-1
NO MIL (SERVICE ENGINE SOON)
Circuit Description:
There should always be a steady MIL when the ignition is “ON” and engine stopped. Battery voltage is supplied to the lamp.
The ECM will control the lamp and turn it “ON” by providing a ground path through the MIL control circuit to the ECM.

Chart Test Description: Number(s) below refer to Diagnostic Aids: If the engine runs OK, check:
circled number(s) on the diagnostic chart. • Faulty lamp.
1. This step will isolate the problem in the MIL control • The MIL control circuit open, shorted to ground or
circuit. open fuse.
2. If the battery feed and ignition feed circuits have voltage, If the engine cranks but will not run, check:
the ECM connections, grounds, or ECM is faulty. • Continuous battery-fuse or fusible link open.
3. Using a test light connected to 12 volts, probe each of the • ECM ignition fuse open.
system ground circuits to be sure a good ground is present. • Battery feed circuit to ECM open.
Refer to ECM terminal end view in this section for ECM • Ignition feed circuit to ECM open.
pin locations of ground circuits. • Poor connection to ECM.
4. If the fuse/fusible link is open, refer to ECM wiring
diagram for complete circuit.
 CHART A-1
NO MIL (SERVICE ENGINE SOON)

5-13-94
 ECM
B+ TO OIL PRESS SW .
JUNCTION BLOCK & FUEL PUMP RELAY

\ ECM-B BATTERY FEED

— ' X * -------------
20A

ECM-I
439 PNK IGNITION FEED
20A
IGNITION MIL
SWITCH FUSE #4 CONTROL
■419 BRN/WHT
10A MIL
BATTERY
(SERVICE ENGINE SOON) 1
DIAGNOSTIC -448 WHT/BLK
TEST TERMINAL DIAGNOSTIC TEST
-451 BLK/WHT SYSTEM GROUND

E B A
DLC
CONNECTOR o G
o GROUND

-461 ORN SERIAL DATA

5-25-94
PS 17212

CHART A-2
NO SERIAL DATA OR WILL NOT FLASH DTC 12
MIL (SERVICE ENGINE SOON) “ON” STEADY
Circuit Description:
There should always be a steady MIL when the ignition is “ON” and engine stopped. Battery voltage is supplied to the lamp.
The ECM will turn the lamp “ON” by grounding the MIL control circuit at the ECM.
With the diagnostic terminal grounded, the lamp should flash a DTC 12, followed by any DTC(s) stored in memory.
A steady lamp suggests a short to ground in the MIL control circuit, or an open in diagnostic test circuit.

Chart Test Description: Number(s) below refer to
circled number(s) on the diagnostic chart.
1. If there is a problem with the ECM that causes a Tech 1
scan tool not to read serial data, then the ECM should not
flash a DTC 12. If DTC 12 does flash, be sure the scan tool
is working properly on another vehicle. If the scan is
functioning properly and the serial data circuit is OK, the
PROM or ECM may be at fault for the No DLC symptom.
2. If the lamp goes “O F F ’ when the DLC is disconnected,
then the MIL control circuit is not shorted to ground.
3. This step will check for an open diagnostic test circuit.
4. At this point the MIL wiring is OK. The problem is a faulty
ECM or PROM (CAL-PAK). If DTC 12 does not flash, the
ECM should be replaced using the original PROM
(CAL-PAK). Replace the PROM (CAL-PAK) only after
trying an ECM, as a defective PROM (CAL-PAK) is an
unlikely cause of the problem.
 CHART A-2
NO SERIAL DATA OR WILL NOT FLASH DTC 12
MIL (SERVICE ENGINE SOON) “ON” STEADY

IGNITION “ON,” ENGINE “OFF.”

IS THE MIL (SERVICE ENGINE SOON) “ON”?

1
YES NO
m
GROUND DIAGNOSTIC TERMINAL. ^^E_CHARTA-1_.j
DOES LIGHT FLASH DTC 12?

1
YES
m
© •
•
IGNITION “OFF.”
DISCONNECT ECM CONNECTORS. o
•
•
IF PROBLEM WAS NO SERIAL DATA:
CHECK SERIAL DATA CIRCUIT FOR OPEN
• IGNITION “ON” AND NOTE MIL OR
(SERVICE ENGINE SOON). SHORT TO GROUND
OR
SHORT TO VOLTAGE BETWEEN ECM AND DLC
CONNECTOR. IF OK, IT IS A FAULTY ECM
OR
PROM (MEM-CAL).

MIL “OFF’ MIL “ON” |

I ~ r
© •
•
•
IGNITION “OFF.”
RECONNECT ECM.
IGNITION “ON,” ENGINE STOPPED.
REPAIR SHORT TO GROUND
IN MIL CONTROL CIRCUIT.

• DIAGNOSTIC TERMINAL NOT GROUNDED.

• BACKPROBE DIAGNOSTIC TEST CIRCUIT ECM
HARNESS CONNECTOR WITH TEST LIGHT TO GROUND.

1
I NO DTC 12 DTC 12
H
© •
•
CHECK PROM (MEM-CAL) FOR PROPER INSTALLATION.
IF OK, REPLACE ECM USING ORIGINAL PROM (MEM-CAL).
CHECK FOR OPEN IN DLC DIAGNOSTIC
TERMINALS “B” AND DIAGNOSTIC TEST
• RECHECK FOR DTC 12. CIRCUIT TO ECM.
IF OK, CHECK FOR OPEN IN DLC TERMINAL
TO ECM AND ECM GROUND CIRCUIT.

X
DTC 12
n =
REPLACE PROM (MEM-CAL). SYSTEM OK.
 ECM
468 DK GRN D14 INJECTOR "2 " CONTROL
439 PNK 439 PNK 467 DK BLU D16 INJECTOR"! "CONTROL

INJ 2 INJ 1

TO
IGNITION 439 PNK
SWITCH 5-25-94
PS 17213

CHART A-3
ENGINE CRANKS BUT WILL NOT RUN
Circuit Description:
This chart assumes that battery condition and engine cranking speed are OK, and there is adequate fuel in the tank. This chart
should be used on engines using the Model 220 throttle body.

Chart Test Description: Number(s) below refer to
circled number(s) on the diagnostic chart.
1. A MIL “ON” is a basic test to determine if there is a 12 volt
supply and ignition 12 volts to ECM. No serial data may be
due to an ECM problem and CHART A-2 will diagnose the
ECM. If TP signal is over 2.5 volts the engine may be in
the clear flood mode which will cause starting problems.
When the ECT sensor is below -30°C, the ECM will
provide fuel for this extremely cold temperature and
severely flood the engine.
2. Voltage at the spark plug is checked using spark tester tool
ST 125 (J 26792) or equivalent. No spark indicates a basic
ignition problem.
3. While cranking engine there should be no fuel spray with
injectors disconnected. Replace an injector if it sprays fuel
or drips like a leaking water faucet.
4. Use an injector test light like BT-8320, or equivalent, to
test each injector circuit. A blinking light indicates the
ECM is controlling the injectors.
5. This test will determine if there is fuel pressure at the
injectors and if the injectors are operating.
Diagnostic Aids: If no trouble is found in the fuel pump
circuit or ignition system and the cause of a “Engine Cranks
But Will Not Run” has not been found, check for:
• Fouled spark plugs.
• EGR valve stuck open.
• Low fuel pressure. Refer to CHART A-6.
• Water or foreign material in the fuel system.
• A grounded CKT 423 (IC) may cause a “No Start” or a
“Start then Stall” condition.
• Basic engine problem.
 CHART A-3
IF DTC 54 IS STORED, USE THAT CHART FIRST.
ENGINE CRANKS BUT WILL NOT RUN

• IGNITION “ON” - IF MIL “SERVICE ENGINE SO O N ” IS “OFF,” REFER TO CHART A-1.

© • INSTALL SCAN TOOL - IF “NO SERIAL DATA,” SEE CHART A-2.
• CHECK THE FOLLOWING:
• TP SIGNAL - IF OVER 2.5V AT CLO SED THROTTLE, S E E DTC 21.
• ECT SEN SO R - IF BELOW -30°C, S E E DTC 15.
• IGNITION “OFF” FOR 10 SECONDS. IGNITION “ON.”
• LISTEN FOR FUEL PUMP TO RUN. DOES IT?

Y ES NO

© • DISCONNECT ONE SPARK PLUG WIRE.

• INSTALL A SPARK TESTER (J 26792)
f REFER TO FUEL PUMP RELAY"!
CIRCUIT CHART A-5.
• CRANK ENGINE AND CHECK FOR SPARK.
DID SPARK OCCUR?

YES NO
=xz
© • RECONNECT SPARK PLUG WIRE.
• DISCONNECT INJECTOR CONNECTORS.
REFER TO DISTRIBUTOR IGNITION
(Dl) S Y S T ^ ^ E C K J ^ ^ C T I O N J S A ^
[_(DI
• CRANK ENGINE.
IS THERE FUEL SPRAY FROM ONE OR BOTH
INJECTORS?

NO YES
m z rz
© • CONNECT INJECTOR TEST LIGHT TO ONE INJECTOR HARNESS
CONNECTOR.
FAULTY INJECTOR
SEAL OR INJECTOR
• CRANK ENGINE.
• REPEAT TEST ON OTHER CONNECTOR.
DOES INJECTOR TEST LIGHT BLINK ON BOTH TESTS?

YES NO
n =
• RECONNECT INJECTOR CONNECTORS. !" REFER TO INJECTOR CIRCUIT”!
© • CRANK ENGINE. ^DIAGNOSIS CHART A-4. _ J
IS THERE FUEL SPRAY FROM BOTH
INJECTORS?

YES ONE ONLY NO

ZZ3ZZ
NO TROUBLE FOUND. SEE FAULTY INJECTOR • IGNITION “OFF.”
“DIAGNOSTIC AIDS.” • INSTALL FUEL PRESSU RE GAGE, REFER TO FUEL
SYSTEM PRESSURE TEST IN SECTION 4A.
• IGNITION “ON.”
FUEL PRESSU RE SPECIFICATIONS. • FUEL PRESSURE SHOULD BE WITHIN SPECIFICATIONS.
7.4 ENGINES - THE PR ESSU RE SHOULD BE
179-220 kPa (26 TO 32 psi). 1.
ALL OTHER ENGINES SHOULD BE 62-90 kPa YES NO
(9 TO 13 psi) =E=
FAULTY INJECTORS [" REFER TO FUEL SYSTEM"!
DIAGNOSIS CHART A-6.
 PCM

468DKGRN — D14
I INJECTOR
^ __I DRIVERS
439 PNK 439 PNK 467 DKBLU “ D16
r TBI 220 UNIT
INJECTORS

439
PNK

B+
IGNITION
SWITCH
PN

GBRE D4 IGNITION CONTROL

423 WHT — (IC)
430 PPL/WHT- B5
70 nnra REFERENCE HIGH
424 TAN/BLK D5 BYPASS
w r
TO IGNITION
COIL
r 453 RED/BLK- B3 REFERENCE LOW

5-25-94
MS 9748-6E

CHART A-4
INJECTOR CIRCUIT DIAGNOSIS
Circuit Description:
This chart should only be used if diagnosis in CHART A-3 indicated an injector circuit problem. If both injector circuits fail to
blink when tested, diagnose one injector circuit at a time.

Chart Test Description: Number(s) below refer to 2. This step tests for 12 volts to the injector. It will also
circled numbers on the diagnostic chart. determine if there is a short to voltage on the ECM side of
1. This test will determine if the ignition module is generating the circuit.
a reference pulse; if not, check to see if the wiring is at fault 3. This test checks for continuity to the ECM.
or the ECM is at fault. By touching and removing a test
light connected to 12 volts to reference high circuit, a
reference pulse should be generated. If injector test light
blinks, the ECM and wiring are OK.
 CHART A-4
INJECTOR CIRCUIT DIAGNOSIS
 ECM
BATTERY + ECM-B
JUNCTION
BLOCK
TERMINAL 20A
OIL PRESSURE
SWITCH

-440 ORN BATTERY FEED

— 465 DK GRN/WHT— I A1 FUEL PUMP

RELAY CONTROL
FUEL I----- L 451 BLK/WHT-
-490 RED
PUMP*----- 1 rl
TEST
TERMINAL FUEL PUMP B2 B11 B3 A3
RELAY R
LOCATED
UNDERHOOD
ELECTRICAL
CENTER
uuLU
120 GRY-

120 GRY FUEL PUMP SIGNAL

•120 GRY 7 \

A
B TO
FU EL© FUEL IGNITION
C 639 PNK/BLK
pumpT j MODULE SWITCH

T
450
D — 451 BLK/WHT
E
BLK/WHT NOT USED ON ALL
APPLICATIONS
1 5-25-94
PS 17218

CHART A-5
FUEL PUMP RELAY CIRCUIT DIAGNOSIS
Circuit Description:
When the ignition switch is turned “ON,” the Engine Control Module (ECM) will turn “ON” the in-tank fuel pump. It will
remain “ON” as long as the engine is cranking or running, and the ECM is receiving distributor reference pulses. If there are no
reference pulses, the ECM will shut “OFF” the fuel pump within 2 seconds after ignition “ON” or engine stops, except when a fuel
module is used.
The pump will deliver fuel to the TBI unit where the system pressure is controlled to about 62 to 90 kPa (9 to 13 psi). Excess
fuel is then returned to the fuel tank.
A fuel module is used on 5.7L (heavy duty) engines to correct a hot restart (vapor lock) during a high ambient condition. It is
designed to over-ride the ECM two second pump operation, and will engage the fuel pump for twenty seconds at initial ignition “ON.”
Chart Test Description: Number(s) below refer to 4. This completes the fuel pump relay circuit; but if this
circled number(s) on the diagnostic chart. diagnosis was used because the engine would not run, then
1. This procedure applies direct voltage to engage the fuel oil pressure switch should also be diagnosed,
pump. If the pump does not engage, it may be a fuel pump
relay circuit problem which the following step will locate. Diagnostic Aids: An inoperative fuel module may be
2. This step checks voltage from the battery and the ground the cause of a hot stall/no start condition. Check for power and
circuit to the relay. ground circuit to and from the fuel module, including the power
3. This test determines if there is voltage from the ECM, and grounds circuits at the fuel pump from terminal“A”. If OK,
terminal “A”, to terminal “D” on the relay connector. and the fuel pump does not run for the specified 20 seconds at
initial ignition “ON,” replace the fuel module.
 FROM CHART A-3
FUEL PUMP DOES NOT OPERATE CHART A-5
© APPLY FUSED 12V TO FUEL PUMP TEST TERMINAL.
LISTEN FOR IN-TANK FUEL PUMP.
DOES IT OPERATE?
FUEL PUMP RELAY
CIRCUIT D IA G N O SIS

REMOVE 12V FROM TEST TERMINAL. DISCONNECT CHASSIS HARNESS FUEL PUMP
IGNITION “OFF” FOR 10 SECONDS. CONNECTOR. CONNECT A TEST LIGHT BETWEEN CKT
DISCONNECT FUEL MODULE.* 120 AND GROUND ON CHASSIS. APPLY FUSED 12V TO
IGNITION “ON.” LISTEN FOR IN-TANK FUEL PUMP. FUEL PUMP TEST TERMINAL.
PUMP SHOULD OPERATE FOR 2 SECONDS AFTER X X
IGNITION IS “ON.” TEST LIGHT “ON” TEST LIGHT “OFF”
DOES IT? ~ " i~ .. ....... .........
CONNECT TEST LIGHT GROUND REPAIR OPEN IN
TO CKT 451. CKT 120.
X
TEST LIGHT “ON” TEST LIGHT “OFF”

REPAIR FUEL PUMP. REPAIR OPEN IN CKT 451.

NO
IX
© DISCONNECT PUMP RELAY.
IGNITION “ON,” ENGINE STOPPED.
PROBE RELAY HARNESS-CONNECTOR TERMINAL
CKT 440 WITH A TEST LIGHT TO GROUND.
YES
IF NO FUEL MODULE, NO TROUBLE FOUND. IN RELAY
CIRCUIT WITH FUEL MODULE: IGNITION “OFF,” CONNECT
MODULE AND WAIT 10 SECONDS. IGNITION “ON,” FUEL
PUMP SHOULD RUN FOR ABOUT 20 SECONDS.
DOES IT?

TEST LIGHT “ON” TEST LIGHT “OFF”

CONNECT A TEST LIGHT BETWEEN REPAIR OPEN NO YES

HARNESS CONNECTOR TERMINAL CKT 440.
CKTs 451 AND 440. X ~~r~
REFER TO FUEL NO TROUBLE FOUND.
MODULE CHECK
TEST LIGHT “ON” TEST LIGHT “OFF’ PROCEDURE.

CONNECT TEST LIGHT BETWEEN REPAIR OPEN

© TERMINAL CKT 465 AND GROUND. GROUND
IGNITION “OFF” FOR 10 SECONDS. CKT 451.
IGNITION “ON.” TEST LIGHT SHOULD
LIGHT FOR 2 SECONDS. DOES IT?
I
I YES
---- c

© • FAULTY CONNECTION AT RELAY TERMINAL “A1” OR FAULTY

RELAY. CONNECT FUEL MODULE IF REMOVED.
OPEN OR SHORT TO
GROUND IN CKT 465
IF ORIGINAL SYMPTOM WAS “ENGINE CRANKS BUT WILL NOT OR FAULTY ECM.
RUN,” CONTINUE TESTING OIL PRESSURE SWITCH.
• ENGINE AT NORMAL OPERATING TEMPERATURE.
• OIL PRESSURE NORMAL.
• DISCONNECT FUEL PUMP RELAY. ENGINE SHOULD CONTINUE
TO RUN.
DOES IT?

YES NO

• RECONNECT FUEL PUMP RELAY. OPEN IN CKT 440 OR 120 TO THE

• IGNITION “OFF.” OIL PRESSURE SWITCH OR FAULTY
• PROBE FUEL PUMP TEST TERMINAL WITH A TEST LIGHT OIL PRESSURE SWITCH.
TO GROUND.

NO TEST LIGHT TEST LIGHT

I — - C - - ... :
NO TROUBLE FOUND. FAULTY OIL PRESSURE SWITCH.
4-4-94
PS 17219
 INJECTORS PRESSURE CONSTANT
REGULATOR BLEED

FLEXIBLE
HOSE

RETURN
LINE

r\ FUEL PUMP
FEED HOSE
IN-TANK
PUMP
FUEL FILTER

PRESSURE
LINE

J 29658-D
FUEL PRESSURE FUEL PUMP
GAGE KIT STRAINER
PS16521

CHART A-6
FUEL SYSTEM DIAGNOSIS
Circuit Description:
When the fuel pump is running, fuel is delivered to the injector(s) and then to the regulator where the system pressure is
controlled to about 62 to 90 kPa (9 to 13 psi). Excess fuel is then returned to the fuel tank. Fuel module is used on all 7.4, 5.7 over
8500 GVW.

Chart Test Description: Number(s) below refer to
circled number(s) on the diagnostic chart.
1. Pressure, but less than 62 kPa (9 psi) falls into two areas:
• Regulated pressure but less than 62 kPa (9 psi) -
Amount of fuel to injector OK but pressure is too low.
System will be lean running and may set DTC 44.
Also, hard starting cold and poor overall performance.
• Restricted flow causing pressure drop - Normally, a
vehicle with a fuel pressure of less than 62 kPa (9 psi)
at idle will not be driveable. However, if the pressure
drop occurs only while driving, the engine could surge
and stop when pressure is too low.
• If pressure builds slowly or vehicle is hard starting
when cold, the fuel could be draining back into fuel
tank. The check valve is diagnosed in this step.
2. Restricting the outlet side of the gage allows the pump to
develop its maximum pressure (dead head pressure). With
battery voltage applied to the pump “test” terminal, fuel
pressure should rise to 90 to 103 kPa (13 to 15 psi) as the
pressure gage outlet hose is gradually pinched.
3. This test determines if the high fuel pressure is due to a
restricted fuel return line or a throttle body pressure
regulator problem.
Diagnostic Aids:
• If the vehicle is equipped with a fuel module, the
module must be disconnected before performing the
fuel system pressure test. Refer to SECTION 4A.
• Fuel system is under pressure. To avoid fuel spillage,
refer to procedures in SECTION 4E for testing or
making repairs requiring disassembly of fuel lines or
fittings.
• On TBI engines, the fuel pressure drops to almost zero
psi after pump shuts “OFF.”
 MANIFOLD ABSOLUTE PRESSURE (MAP) OUTPUT CHECK
Circuit Description:
The Manifold Absolute Pressure (MAP) sensor measures the pressure changes in the intake manifold pressure which result
from engine load (intake manifold vacuum) and RPM changes; and converts these into a voltage output. The ECM sends a
5 volt reference voltage to the MAP sensor. As the manifold pressure changes, the output voltage of the sensor also changes. By
monitoring the sensor output voltage, the ECM knows the manifold pressure. At lower pressure output the voltage will be about
1 to 2 volts at idle. While at higher pressure or at Wide Open Throttle (WOT) output the voltage will be about 4 to 4.8 volts. The
MAP sensor is also used, under certain conditions, to measure barometric pressure, allowing the ECM to make adjustments for
different altitudes. The ECM uses the MAP sensor to control fuel delivery and ignition timing.

Chart Test Description: Number(s) below refer to 3. Check vacuum hose to sensor for leaking or restriction. Be
circled number(s) on the diagnostic chart. sure that no other vacuum devices are connected to the
MAP hose.
Important
NOTICE: Make sure electrical connector remains
Be sure to use the same Diagnostic Test Equipment for all securely fastened.
measurements.
4. Disconnect sensor from bracket and twist sensor by hand
Checks MAP sensor output voltage to the ECM. This (only) to check for intermittent connection. Output changes
voltage, without engine running, represents a barometer greater than . 1 volt indicate a bad connector or connection.
reading to the ECM. If OK, replace sensor.
• When comparing scan tool readings to a known good
vehicle, it is important to compare vehicles that use a
MAP sensor having the same color insert or having the
same “Hot Stamped” number. Refer to figures on
facing page.
Applying 34 kPa (10" Hg) vacuum to the MAP sensor
should cause the voltage to change. Subtract second
reading from the first. Voltage value should be greater than
1.5 volts. Upon applying vacuum to the sensor, the change
in voltage should be instantaneous. A slow voltage change
indicates a faulty sensor.
 MANIFOLD ABSOLUTE PRESSURE (MAP)
OUTPUT CHECK

NOTICE: THIS CHART ONLY APPLIES TO MAP SE N SO R S

HAVING GREEN OR BLACK COLOR KEY INSERT (SEE BELOW).

HOT-STAMPED
NUMBER

COLOR
KEYED INSERT
LS 8963-6E

5-1-92
 CRANK SIGNAL DIAGNOSIS
Circuit Description:
Crank signal is an ignition voltage signal to the ECM during cranking to allow enrichment and cancel diagnostics until engine is
operating with 12 volts no longer on the circuit.

Chart Test Description: Number(s) below refer to 2. Checks to determine if source of open fuse or fuse link was
circled number(s) on the diagnostic chart. a faulty ECM.
1. Checks for normal (cranking) voltage to terminal “C9” of
ECM. Test light should be “ON” during cranking and then
go “OFF” when engine is operating.
CRANK SIGNAL DIAGNOSIS
 ECM

A/C SIGNAL

CLUTCH

5-25-94
6S 2848-6E

A/C SIGNAL DIAGNOSIS

Circuit And Chart Test Description:
Turning “ON” the air conditioning supplies CKT 59 battery voltage to the A/C compressor clutch and to terminal “B8” of the
ECM connector to increase and maintain idle speed.
The ECM does not control the A/C compressor clutch, therefore, if A/C does not function, refer to the A/C section of the
service manual for diagnosis of the system.
If A/C is operating properly and idle speed dips too low when the A/C compressor turns “ON” or flares too high when the A/C
compressor turns “OFF,” check for an open CKT 59 to the ECM. If circuits are OK, it is a faulty ECM connector terminal “B8” or ECM.
 RESTRICTED EXHAUST SYSTEM CHECK

Proper diagnosis for a restricted exhaust system is essential before any components are replaced. Either of the following
procedures may be used for diagnosis, depending upon engine or tool used:

CHECK AT AIR PIPE: OR CHECK AT OXYGEN SEN SO R (02S):

1. Remove the rubber hose at the exhaust manifold 1. Carefully remove oxygen sensor.
AIR pipe check valve. Remove check valve. 2. Install exhaust backpressure gage J 35314-A in place of
2. Connect exhaust backpressure kit (with air oxygen sensor (refer to illustration).
adapter) J 35314-A. 3. After completing test described below, coat threads of
3. Insert the adapter into the exhaust manifold AIR oxygen sensor with anti-seize compound P/N 5613695 or
pipe. equivalent prior to re-installation.

1 EXHAUST BACK PRESSURE KIT WITH AIR ADAPTER

2 AIR PIPE (EXHAUST PORT)
3 CHECK VALVE
7S 3363-6E

DIAGNOSIS:
1. With the engine idling at normal operating temperature, observe the exhaust system backpressure reading on the gage.
Reading should not exceed 8.6 kPa (1.25 psi).
2. Increase engine speed to 2000 RPM and observe gage. Reading should not exceed 20.7 kPa (3 psi).
3. If the backpressure at either speed exceeds specification, a restricted exhaust system is indicated.
4. Inspect the entire exhaust system for a collapsed pipe, heat distress, or possible internal muffler failure.
5. If there are no obvious reasons for the excessive backpressure, the catalytic converter is suspected to be restricted and
should be replaced using current recommended procedures.
4-30-92
•7S 3340-6E
 DIAGNOSTIC TROUBLE CODE (DTC) IDENTIFICATION
The malfunction indicator lamp will only be “ON” if the malfunction exists under the conditions listed below. If the
malfunction clears, the lamp will go out and the DTC will be stored in the ECM. Any DTCs stored will be erased if no
problem reoccurs within 50 engine starts.
DTC AND CIRCUIT
DTC 13 - Oxygen Sensor
Circuit (Open Circuit)
DTC 14 - Engine Coolant
Temperature Sensor (ECT)
Circuit Low (High
Temperature Indicated)
DTC 15 - Engine/Coolant
Temperature (ECT) Sensor
Circuit High (Low
Temperature Indicated)
DTC 21 - Throttle Position
(TP) Sensor Circuit High
(Signal Voltage High)
DTC 22 - Throttle Position
(TP) Sensor Circuit Low
(Signal Voltage Low)
DTC 24 - Vehicle Speed
Sensor (VSS) Circuit Low
DTC 32 - Exhaust Gas
Recirculation (EGR) Error
PROBABLE CAUSE
Indicates that the oxygen
sensor circuit or sensor was
open for one minute while
off idle.
Sets if the sensor or signal
line becomes grounded for 3
seconds.
Sets if the sensor,
connections, or wires open
for 3 seconds.
TP voltage greater than 2.5
volts for 3 seconds with less
than 1200 RPM.
A short to ground or open
signal circuit will set DTC
in 3 seconds.
No vehicle speed present
during a road load decel.
Vacuum switch shorted to
ground on start up
OR
Switch not closed after the
ECM has commanded EGR
for a specified period of
time.
OR
EGR solenoid circuit open
for a specified period of
time.
DTC AND CIRCUIT PROBABLE CAUSE
DTC 33 - Manifold MAP sensor output
Absolute Pressure (MAP) high for 5 seconds or an
Sensor Circuit High open signal circuit.
(Signal Voltage High- Low
Vacuum)
DTC 3 4 -Manifold Low or no output from
Absolute Pressure (MAP) sensor with engine running.
Sensor Circuit Low (Signal
Voltage Low-High
Vacuum)
DTC 42 - Ignition Control ECM has seen an open or
(IC) Error grounded IC or bypass
circuit.
DTC 43 - Knock Sensor Signal to the ECM has
(KS) Circuit remained low for too long or
the system has failed a
functional check.
DTC 44 - Lean Exhaust Sets if oxygen sensor
voltage remains below .2
volt for about 20 seconds.
DTC 45 - Rich Exhaust Sets if oxygen sensor
voltage remains above .7
volt for about 1 minute.
DTC 51 - Faulty PROM Faulty PROM or ECM.
Problem
DTC 54 - Fuel Pump Relay Sets when the fuel pump
(Low Voltage) voltage is less than 2 volts
when reference pulses are
being received.
DTC 55 - Faulty ECM Faulty ECM.
4-16-93
NS 14144
BLANK
 ECM

D7 OXYGEN
SENSOR (02S) SIGNAL

D6 OXYGEN SENSOR (02S)

GROUND

2-27-92
4S 0790-6E

DTC 13
OXYGEN SENSOR (02S) CIRCUIT
(OPEN CIRCUIT)
Circuit Description:
The ECM supplies a voltage of about .45 volt between terminals “D6” and “D7”. (If measured with a 10 megohm digital
voltmeter, this may read as low as .32 volt.) The Oxygen Sensor (0 2 S ) varies the voltage from a range of approximately 1 volt if the
exhaust is rich, to approximately .10 volt if exhaust is lean.
The sensor is like an open circuit and produces no voltage when it is below approximately 315°C (600°F). An open sensor
circuit or cold sensor causes “Open Loop” operation.

DTC 13 Will Set When:

• Engine temperature greater than 70°C (158°F).
• Two minutes engine time after start.
• 0 2 S signal voltage steady between .35 and .55 volt.
• Throttle Position (TP) sensor signal above 9%.
• All conditions must be met for about 2 minutes.

Action Taken (ECM will default to): The Malfunction Indicator Lamp (MIL) will illuminate, and the system will go
“Open Loop.”

DTC 13 Will Clear When: Conditions for fault are no longer present and 50 ignition switch keycycles have passed with no
further faults or ignition switch is turned “O FF’ and battery feed voltage is removed for 10 seconds.

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. Verifies DTC criteria.
2. This will determine if the sensor is at fault or the wiring or
ECM is the cause of DTC 13.
In doing this test, use only a high impedance digital volt
ohmmeter. This test checks the continuity of the 02S
signal and the 0 2 S sensor ground circuits, because if the
0 2 S sensor ground circuit is open, the ECM voltage on the
0 2 S signal circuit will be over .6 volt (600 mV).
Diagnostic Aids: Normal scan tool voltage varies
between 100 mV to 999 mV (.1 and 1.0 volt) while in “Closed
Loop.” DTC 13 sets in one minute if voltage remains between
.35 and .55 volt; but the system will go “Open Loop” in about
15 seconds. Verify a clean tight ground connection for
the 0 2 S sensor ground circuit. Open 02 S signal or 0 2 S sensor
ground circuits will result in a DTC 13.
 DTC 13
OXYGEN SEN SO R (02S) CIRCUIT
(OPEN CIRCUIT)

©
 ENGINE COOLANT
TEMPERATURE
H J l SENSOR

u ECM

ENGINE COOLANT
SENSOR SIGNAL

5 VOLT
410 YEL C10 tM/W-
452 BLK D2 SENSORGROUND

3-29-93
PS 17216

DTC 14
ENGINE COOLANT TEMPERATURE (ECT) SEN SO R CIRCUIT LOW
(HIGH TEMPERATURE INDICATED)
Circuit Description:
The Engine Coolant Temperature (ECT) sensor is a thermistor which controls the signal voltage to the ECM. The ECM applies
a voltage on 5V reference circuit to the sensor. When the engine is cold, the sensor (thermistor) resistance is high; therefore the
ECM will see a high signal voltage.
As the engine warms, the sensor resistance becomes less and the voltage drops. At normal engine operating temperature
(85°C to 95°C), the voltage will measure about 1.5 to 2.0 volts.

DTC 14 Will Set When: Signal voltage indicates a coolant temperature above 135°C (270°F) while engine not running or
coolant temperature is above 135°C (270°F) while engine running less than 90 seconds.

Action Taken (ECM will default to): The Malfunction Indicator Lamp (MIL) will illuminate.

DTC 14 Will Clear When: Conditions for fault are no longer present and 50 ignition switch keycycles have passed with no
further faults or ignition switch is turned “OFF” and battery feed voltage is removed for 10 seconds.

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. Checks to see if DTC was set as result of a hard failure or
intermittent condition.
2. This test simulates conditions for DTC 15. If the ECM
recognizes the open circuit (high voltage) and displays a
low temperature, the ECM and wiring are OK.
Diagnostic Aids: Check harness routing for a potential
short to ground in 5V reference circuit.
Tech 1 scan tool displays engine coolant temperature in
degrees centigrade. After engine is started, the temperature
should rise steadily to about 90°C then stabilize when thermostat
opens. A faulty connection or an open in the 5 V reference circuit
and sensor ground circuit will result in a DTC 14.
Refer to “Intermittents” in SECTION 2.
The “Temperature to Resistance Value” scale at the right
may be used to test the engine coolant sensor at various
temperature levels to evaluate the possibility of a “skewed”
(mis-scaled) sensor. A “skewed” sensor could result in poor
driveability complaints.
 DTC 14
ENGINE COOLANT TEMPERATURE
(ECT) SENSO R CIRCUIT LOW
(HIGH TEMPERATURE INDICATED)

ENGINE COOLANT TEMPERATURE

SEN SO R
TEMPERATURE VS. RESISTANCE VALUES
(APPROXIMATE)
°C °F OHMS
100 212 177
90 194 241
80 176 332
70 158 467
60 140 667
50 122 973
45 113 1188
40 104 1459
35 95 1802
30 86 2238
25 77 2796
20 68 3520
15 59 4450
10 50 5670
5 41 7280
0 32 9420
-5 23 12300
-10 14 16180
-15 5 21450
-20 -4 28680
-30 -22 52700
-40 -40 100700

5-13-94
 DTC 15
ENGINE COOLANT TEMPERATURE (ECT) SENSO R CIRCUIT HIGH
(LOW TEMPERATURE INDICATED)
Circuit Description:
The Engine Coolant Temperature (ECT) sensor is a thermistor which controls the signal voltage to the ECM. The ECM applies
a voltage on CKT 410 to the sensor. When the engine is cold, the sensor (thermistor) resistance is high; therefore the ECM will see a
high signal voltage.
As the engine warms, the sensor resistance becomes less and the voltage drops. At normal engine operating temperature (85°C
to 95°C), the voltage will measure about 1.5 to 2.0 volts.

DTC 15 Will Set When: Signal voltage indicates a coolant temperature less than -35°C (-3 1°F) while engine not running or
coolant temperature is less than -35°C (-31°F) while engine running less than 90 seconds or coolant temperature is less than -35°C
(-31°F) when engine starts in “clear flood” mode.

Action Taken (ECM will default to): The Malfunction Indicator Lamp (MIL) will illuminate.

DTC 15 Will Clear When: Conditions for fault are no longer present and 50 ignition switch keycycles have passed with no
further faults or ignition switch is turned “OFF” and battery feed voltage is removed for 10 seconds.

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. Check to see if DTC was set as result of a hard failure or
intermittent condition.
2. This test simulates a DTC 14. If the ECM recognizes the
low signal voltage (high temperature), and the Tech 1 scan
reads 130°C (266°F) or above, the ECM and wiring are OK.
3. This test will determine if CKT 410 is open. There should
be 5 volts present at sensor connector if measured with
J 39200 voltmeter. This will determine if there is a wiring
problem or a faulty ECM.
Diagnostic Aids: A scan tool reads engine coolant
temperature in degrees centigrade. After engine is started, the
temperature should rise steadily to about 90°C then stabilize
when thermostat opens.
A faulty connection, or an open in CKTs 410 or 452 will
result in a DTC 15.
Refer to DTCs in SECTION 2.
The “Temperature To Resistance Value” scale at the right
may be used to test the engine coolant sensor at various
temperature levels to evaluate the possibility of a “skewed”
(mis-scaled) sensor. A “skewed” sensor could result in poor
driveability complaints.
 DTC 15
ENGINE COOLANT TEMPERATURE
(ECT) SENSO R CIRCUIT HIGH
(LOW TEMPERATURE INDICATED)

DIAGNOSTIC AID
ENGINE COOLANT TEMPERATURE
SEN SO R
TEMPERATURE VS. RESISTANCE VALUES
(APPROXIMATE)
°c °F OHMS
100 212 177
90 194 241
80 176 332
70 158 467
60 140 667
50 122 973
45 113 1188
40 104 1459
35 95 1802
30 86 2238
25 77 2796
20 68 3520
15 59 4450
10 50 5670
5 41 7280
0 32 9420
-5 23 12300
-10 14 16180
-15 5 21450
-20 -4 28680
-30 -22 52700
-40 -40 100700

3-30-92
 ECM

THROTTLE
POSITION
(TP) SENSOR

3-27-92
PS 17217

DTC 21
THROTTLE POSITION (TP) SENSO R CIRCUIT HIGH
(SIGNAL VOLTAGE HIGH)
Circuit Description:
The Throttle Position (TP) sensor provides a voltage signal which changes relative to the throttle blade angle. Signal voltage
will vary from about .5 volt at idle to about 4.0 volts at Wide Open Throttle (WOT).
The TP signal is one of the most important inputs used by the ECM for fuel control and for most of the ECM control outputs.
On nonadjustable TP switches, each time voltage drops below 1.25 volts and stops, the ECM assumes this value is 0 throttle
angle and measures percent throttle from this point on.

DTC 21 Will Set When:

• Engine running.
• TP signal voltage is greater than 2.5 volts.
• All conditions met for eight seconds. With throttle closed, the TP signal should read less than 1.25 volts. Refer to
“Diagnostic Aids.”

Action Taken (ECM will default to): The Malfunction Indicator Lamp (MIL) will illuminate.

DTC 21 Will Clear When: Conditions for fault are no longer present and 50 ignition switch keycycles have passed with no
further faults or ignition switch is turned “OFF” and battery feed voltage is removed for 10 seconds.

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. This step checks to see if DTC 21 is the result of hard
failure or an intermittent condition.
2. With the TP sensor disconnected, the TP signal voltage
should go low if the ECM and wiring is OK.
Diagnostic Aids: a scan tool reads throttle position in
volts. Should read about .45 to .95 volt with throttle closed and
ignition “ON” or at idle. Voltage should increase at a steady rate
as throttle is moved toward Wide Open Throttle (WOT).
Also, some scan tools will read throttle angle 0% = closed
throttle 100% = WOT.
Scan TP signal while depressing accelerator pedal with
engine stopped and ignition “ON.” Display should vary from
below 1.25 volts (1250 mV) when throttle was closed to over
4.5 volts (4500 mV) when throttle is held at Wide Open
Throttle (WOT) position.
A DTC 21 will result if CKT 452 is open or CKT 417 is
shorted to voltage.
Refer to “Intermittents” in SECTION 2.
 DTC 21
THROTTLE POSITION (TP) SEN SO R CIRCUIT HIGH
_________ (SIGNAL VOLTAGE HIGH)

3-31-94
 ECM

THROTTLE
POSITION
(TP) SENSOR

3-27-92
PS 17217

DTC 22
THROTTLE POSITION (TP) SEN SO R CIRCUIT LOW
(SIGNAL VOLTAGE LOW)
Circuit Description:
The Throttle Position (TP) sensor provides a voltage signal which changes relative to the throttle blade. Signal voltage will vary
from about .5 volt at idle to about 4.0 volts at Wide Open Throttle (WOT).
The TP signal is one of the most important inputs used by the ECM for fuel control and for most of the ECM control outputs.
On non-adjustable TP switches, each time voltage drops below 1.25 volts and stops, the ECM assumes this value is 0 throttle
angle and measures percent throttle from this point on.

DTC 22 Will Set When:

• Engine running.
• TP signal voltage is less than .2 volt for two seconds.

Action Taken (ECM will default to): The Malfunction Indicator Lamp (MIL) will illuminate.

DTC 22 Will Clear When: Conditions for fault are no longer present and 50 ignition switch keycycles have passed with no
further faults or ignition switch is turned “O FF’ and battery feed voltage is removed for 10 seconds.

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. This step checks to see if DTC 22 is the result of a hard
failure or an intermittent condition.
2. Simulates DTC 21: (high voltage) - If the ECM recognizes
the high signal voltage, the ECM and wiring are OK.
3. The ECM recognizes the voltage as over 4 volts, indicating
that the TP signal circuit and the ECM are OK.
4. This simulates a high signal voltage to check for an open in
the TP signal circuit.
5. If the 5 volt reference circuit is shorted to ground, there
may also be a stored DTC 34.
Diagnostic Aids: A scan tool reads throttle position in
volts. Should read about .45 to .85 volt with throttle closed and
ignition “ON” or at idle. Voltage should increase at a steady rate
as throttle is moved toward Wide Open Throttle (WOT).
An open or short to ground in the 5 volt reference circuit or
the TP signal circuit will result in a DTC 22.
Refer to SECTION 2 for “ECM Intermittent DTC(s) or
Performance.”
Scan TP signal while depressing accelerator pedal with
engine stopped and ignition “ON.” Display should vary from
below 1.25 volts (1250 mV) when throttle was closed to over
4.5 volts (4500 mV) when throttle is held at Wide Open
Throttle (WOT) position.
 DTC 22
THROTTLE POSITION (TP) SEN SO R CIRCUIT LOW
(SIGNAL VOLTAGE LOW)

©
 822 LT GRN/BLK ECM
VEHICLE
SPEED
SENSOR
VSS INPUT a
J
(VSS)
GROUND C8 — -451 BLK/WHT - ► T O ENGINE GROUND

IGNITION FEED C9 — -441 BRN------ TO IGNITION

SWITCH
VSS BUFFER
C10
VSS OUTPUT C11 — 1716 DK BLU -j A10 VSS SIGNAL

VSS INPUT C12

C13
C14
VSS OUTPUT C15 —
— 389 DK GRN - ► T O SPEEDO
3-25-94
821 PPL/WHT- N S 14726

DTC 24
VEHICLE SPEED SENSOR (VSS) CIRCUIT LOW
Circuit Description:
The ECM applies and monitors 12 volts on the VSS signal circuit. The VSS signal circuit connects to the Vehicle Speed Sensor
(VSS) buffer which alternately grounds the VSS signal circuit, when receiving voltage pulses from Vehicle Speed Sensor (VSS)
while drive wheels are turning. This pulsing action takes place about 2000 times per mile and the ECM will calculate vehicle speed
based on the time between “pulses.”
A scan tool reading should closely match the speedometer reading with drive wheels turning.

DTC 24 Will Set When:

• Automatic transmission in drive. • CKT 1716 voltage is constant.
• Coolant temperature above 65°C (149°F). • Engine speed between 1400 - 4400 RPM.
• Throttle position below 2%. • Vehicle speed signal indicates less than two mph
• MAP less than 20 kPa. (three km/h) on Tech 1 scan tool.
• All conditions must be met for more than five seconds.

Action Taken (ECM will default to): The Malfunction Indicator Lamp (MIL) will illuminate.

DTC 24 Will Clear When: Conditions for fault are no longer present and 50 ignition switch keycycles have passed with no
further faults or ignition switch is turned “O FF’ and battery feed voltage is removed for 10 seconds.

DTC Chart Test Description: Number(s) below Diagnostic Aids:

refer to circled number(s) on the diagnostic chart. 1. Scan tool reading should closely match speedometer
1 Checks to see if DTC was set as result of a hard failure or readings with drive wheels turning.
intermittent condition. 2. Refer to “ECM Intermittent DTC(s) or Performance”
2. This test determines if the VSS buffer is receiving the A/C in SECTION 2.
signal from the VSS.
3. This test monitors the VSS buffer voltage on the VSS signal
circuit. With the wheels turning, the pulsing action will result
in a varying voltage. The variation will be greater at low
wheel speeds to an average of 4-6 volts at about 20 mph
(32 km/h).
 DTC 24
VEHICLE SPEED SEN SO R (VSS)
CIRCUIT LOW

©
 TO EGR VALVE

5-25-94
NS14727

DTC 32
EXHAUST G AS RECIRCULATION (EGR) ERROR
Circuit Description:
The ECM operates a solenoid to control the Exhaust Gas Recirculation (EGR) valve. This solenoid is normally closed. By
providing a ground path, the ECM energizes the solenoid which then allows vacuum to pass to the EGR valve.

DTC 32 Will Set When: The ECM monitors EGR effectiveness by de-energizing the EGR control solenoid; thereby,
shutting “OFF” vacuum to the EGR valve diaphragm. With the EGR valve closed, and 02 S fluctuating normally, short term fuel
trim counts will be greater than they were during normal EGR operation. If the change is not within the calibrated window, a DTC
32 will be set after 3 consecutive failures.
The ECM will check EGR operation when: • No change in throttle position while test is being run,
• Engine speed is above 1500 RPM. max 4%.
• Engine vacuum is between 15 and 60 kPa. • EGR on threshold 98%.
• Throttle angle between 6 and 30%. • Short term ftiel trim is less than 6 counts after 3 seconds.
Action Taken (ECM will default to): The Malfunction Indicator Lamp (MIL) will illuminate.

DTC 32 Will Clear When: Conditions for fault are no longer present and 50 ignition switch keycycles have passed with no
further faults or ignition switch is turned “OFF” and battery feed voltage is removed for 10 seconds.

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. By grounding the diagnostic terminal, the EGR solenoid
should be energized and allow vacuum to be applied to the
EGR valve, and the vacuum should hold.
2. The MIL should also flash while the diagnostic terminal is
grounded. If the light does not flash, this may indicate that
the “quad-driver” has been damaged by low resistance in
TCC circuit.
3. When the diagnostic terminal is ungrounded, the vacuum
to the EGR valve should bleed off through a vent in the
solenoid and the valve should close. The gage may or may
not bleed off but this does not indicate a problem.
4. This test will determine if the electrical control part of the
system is at fault, or if the connector or solenoid is at fault.
5. This system uses a negative backpressure valve which
should hold vacuum with engine “OFF.”
6. When engine is started, exhaust backpressure should cause
vacuum to bleed off and valve should fully close.
Diagnostic Aids:
• Before replacing ECM, use an ohmmeter and check
the resistance of each ECM controlled relay and
solenoid coil. For example: TCC, etc., refer to “ECM
QDR Check Procedure.” Refer to “ECM Wiring
Diagram” for coil terminal ID of solenoid(s) and
relay(s) to be checked. Replace any solenoid where
resistance measures less than 20 ohms.
 DTC 32
BEFORE USING THIS CHART, CHECK
VACUUM SOURCE TO EGR SOLENOID. EXHAUST GAS RECIRCULATION (EGR) ERROR
ALSO, CHECK HO SES FOR LEAKS OR
RESTRICTIONS. SHOULD BE AT
LEAST (7") HG VACUUM AT 2000 RPM.

NOTICE: DISCONNECT SCAN TOOL

WHEN USING THIS CHART.

DISCONNECT EGR SOLENOID VACUUM LINE FROM THROTTLE BODY.

o IGNITION “ON,” ENGINE STOPPED. Important
GROUND DIAGNOSTIC TERMINAL. WHEN PERFORMING AN INSPECTION OF
INSTALL A HAND HELD VACUUM PUMP WITH GAGE TO THROTTLE THE EGR SYSTEM, DO NOT CONNECT
BODY SIDE OF EGR SOLENOID. EXHAUST SHOP AIR TO THE TAILPIPE OF
APPLY VACUUM AND O BSERVE EGR VALVE DIAPHRAGM. THE VEHICLE. THE VACUUM CREATED BY
VALVE SHOULD MOVE. THE SHOP AIR COULD C AU SE FALSE EGR
DOES IT? VALVE OPERATION TO OCCUR.

YES NO

© • UNGROUND DIAGNOSTIC TERMINAL.

• VACUUM SHOULD BLEED OFF AND VALVE SHOULD CLOSE. © IS MIL (SERVICE ENGINE SOON) FLASHING?

DOES IT?
YES NO

Y ES NO CONNECT VACUUM PUMP REFER TO

TO EGR VALVE SIDE OF “DIAGNOSTIC
© •
•
IGNITION “OFF.”
CONNECT A VACUUM © DISCONNECT SOLENOID
ELECTRICAL CONNECTOR.
HARNESS.
APPLY VACUUM AND
AIDS.”

PUMP TO EGR VALVE. DOES VACUUM BLEED? OBSERVE VALVE.

• USING A MIRROR, VALVE SHOULD MOVE.
O BSERVE EGR DOES IT?
DIAPHRAGM WHILE YES NO
APPLYING VACUUM.
• DIAPHRAGM SHOULD CKT 435 SHORTED REPLACE YES NO
MOVE FREELY AND TO GROUND SOLENOID.
HOLD VACUUM FOR AT OR DISCONNECT EGR FAULTY
LEAST 20 SECONDS. FAULTY ECM.** ELECTRICAL CONNECTOR. VACUUM
DOES IT? CONNECT TEST LIGHT HOSE TO
BETWEEN HARNESS EGR VALVE
CONNECTOR TERMINALS. OR
Y ES NO IGNITION “ON,” ENGINE FAULTY
“OFF.” VALVE.
REPLACE
© APPLY VACUUM TO EGR VALVE.
EGR
TEST LIGHT SHOULD
START ENGINE AND IMMEDIATELY OBSERVE LIGHT.
VALVE. DOES IT?
VACUUM GAGE ON VACUUM PUMP.
VALVE IS GOOD IF DIAPHRAGM MOVES TO
SEATED POSITION (VALVE CLOSED) AND
VACUUM DROPPED WHILE STARTING ENGINE.

VACUUM DROPPED NO VACUUM DROP

BE SURE VACUUM HOSE REMOVE EGR VALVE.

BETWEEN SOLENOID AND CHECK P ASSAG ES
EGR VALVE IS OK. (NO FOR BEING PLUGGED.
LEA KS OR RESTRICTIONS.) IF NOT PLUGGED,
IF NO PROBLEM IS FOUND, REPLACE VALVE.
THE EGR CIRCUIT IS OK.
BEFORE REPLACING ECM, REFER TO ECM QDR
CHECK PROCEDURE.
REPLACE ANY RELAY OR SOLENOID IF THE COIL
RESISTANCE M EA SU RES L E SS THAN 20 OHMS.
 DTC 33
MANIFOLD ABSOLUTE PRESSURE (MAP) SEN SO R CIRCUIT HIGH
(SIGNAL VOLTAGE HIGH - 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 1-1.5 volts at closed throttle (idle) to 4-4.6 volts at Wide Open Throttle
(WOT) (low vacuum).

DTC 33 Will Set When:

• MAP signal voltage is too high (low vacuum) 68 kPa. These conditions exist longer than 5 seconds.
• TP signal less than 2%. Engine misfire or a low unstable idle may set DTC 33.
Action Taken (ECM will default to): The Malfunction Indicator Lamp (MIL) will illuminate and the ECM will
substitute a fixed MAP value and use the Throttle Position (TP) sensor and RPM to control fuel delivery.

DTC 33 Will Clear When: Conditions for fault are no longer present and 50 ignition switch keycycles have passed with no
further faults or ignition switch is turned “O F F ’ and battery feed voltage is removed for 10 seconds.

DTC Chart Test Description: Number(s) below If DTC 33 is intermittent, refer to “Driveability
refer to circled number(s) on the diagnostic chart. Symptoms,” SECTION 2.
1. This step will determine if DTC 33 is the result of a hard • Check all connections.
failure or an intermittent condition. • Disconnect sensor from bracket and twist sensor
2. This step simulates conditions for a DTC 34. If the ECM connections. Output changes greater than . 1 volt indicates
recognizes the change, the ECM and CKT 416 and a bad connector or connection. If OK, replace sensor.
CKT 432 are OK. If CKT 470 is open, there may also be a
stored DTC 23. NOTICE: Make sure electrical connector remains
securely fastened.
Diagnostic Aids: With the ignition “ON” and the engine
stopped, the manifold pressure is equal to atmospheric pressure • Refer to “MAP Output Check” in “SECTION 3 for further
and the signal voltage will be high. This information is used by diagnosis.
the ECM as an indication of vehicle altitude. Comparison of
this reading with a known good vehicle with the same sensor is
a good way to check accuracy of a “suspect” sensor. Readings
should be the same ± .4 volt.
A DTC 33 will result if CKT 470 is open or if CKT 432 is
shorted to voltage or to CKT 416.
 DTC 33
MANIFOLD ABSOLUTE PRESSU RE (MAP)
SENSOR CIRCUIT HIGH
(SIGNAL VOLTAGE HIGH - LOW VACUUM)

3-31-94
 DTC 34
MANIFOLD ABSOLUTE PRESSURE (MAP) SEN SO R CIRCUIT LOW
(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 vary from about 1-1.5 volts at idle to 4-4.6 volts at Wide Open Throttle (WOT).

DTC 34 Will Set When:

• Engine is less than 1200 RPM. • Engine speed is greater than 1200 RPM.
• Manifold pressure reading is less than 12 kPa for one • Throttle angle over 21%.
second.
Action Taken (ECM will default to): The Malfunction Indicator Lamp (MIL) will illuminate if the MAP sensor fails,
then the ECM will substitute a fixed MAP value and use the Throttle Position (TP) sensor and RPM to control fuel delivery.

DTC 34 Will Clear When: Conditions for fault are no longer present and 50 ignition switch keycycles have passed with no
further faults or ignition switch is turned “OFF” and battery feed voltage is removed for 10 seconds.

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. This step determines if DTC 34 is the result of a hard
failure or an intermittent condition.
2. Jumpering harness terminals “B” to “C” (5 volts to signal
circuit) will determine if the sensor is at fault, or if there is
a problem with the ECM or wiring.
3. The scan tool may not display 5 volts. The important thing
is that the ECM recognized the voltage as more than
4 volts, indicating that the ECM and CKT 432 are OK.
Comparison of this reading with a known good vehicle
with the same sensor is a good way to check accuracy of a
“suspect” sensor. Reading should be the same ± .4 volt. Also,
MAP output check in “Control Module System,” SECTION 3
can be used to test the MAP sensor.
Refer to “Intermittents,” in SECTION 2.
• Disconnect sensor from bracket and twist sensor by
hand (only) to check for intermittent connections.
Output changes greater than .1 volt indicates a bad
connector or connection. If OK, replace sensor.

Diagnostic Aids: An intermittent open in CKT 432 or NOTICE: Make sure electrical connector remains
CKT 416 will result in a DTC 34. securely fastened.
With the ignition “ON” and the engine “OFF,” the
manifold pressure is equal to atmospheric pressure and the Refer to “MAP Output Check” for further diagnosis.
signal voltage will be high. This information is used by the
ECM as an indication of vehicle altitude.
 DTC 34
MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR CIRCUIT LOW
(SIGNAL VOLTAGE LOW - HIGH VACUUM)

©
 BLACK DISTRIBUTOR PICK-UP COIL
CONN IGNITION CONTROL
IGN MODULE
GRAY
CONN
IGNITION COIL TACH
CONNECTOR G BR E
£
TO
IGNITION
SWITCH
mi tnmn
GRAY
CONNECTOR ECM
i
DISTRIBUTOR 4
TERMINAL CONNECTOR
BLACK
CONNECTOR 423 WHT IC CONTROL
430 PPL/WHT IC REFERENCE
HIGH

A
---- 121 WHT TACHOMETER <<r 424 TAN/BLK IC BYPASS
SET TIMING-"
V CONNECTOR 453 RED/BLK IC REFERENCE
TO GRAY
DISTRIBUTOR CONNECTOR LOW
CAP
5-13-94
9S 6168-6E

DTC 42
IGNITION CONTROL (IC) ERROR
Circuit Description:
When the system is running on the ignition module, that is, no voltage on the bypass line, the ignition module grounds the IC signal.
The PCM expects to see no voltage on the IC line during this condition. If it sees a voltage, it sets DTC 42 and will not go into the IC mode.
When the RPM for IC is reached (about 450 RPM), and bypass voltage is applied, the IC should no longer be grounded in the
ignition module so the IC voltage should be varying.
DTC 42 Will Set When: If the bypass line is open or grounded, the ignition module will not switch to IC mode so the IC
voltage will be low and DTC 42 will be set.
If the IC line is grounded, the ignition module will switch to IC, but because the line is grounded there will be no IC signal. A
DTC 42 will be set.
Action Taken (ECM will default to): The Malfunction Indicator Lamp (MIL) will illuminate.
DTC 42 Will Clear When: Conditions for fault are no longer present and 50 ignition switch keycycles have passed with no
further faults or ignition switch is turned “O F F ’ and battery feed voltage is removed for 10 seconds.

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. DTC 42 means the ECM has seen an open or short to
ground in the IC or bypass circuits. This test confirms
DTC 42 and that the fault causing the DTC is present.
2 . Checks for a normal IC ground path through the ignition
module. An IC control circuit shorted to ground will also read
less than 500 ohms; however, this will be checked later.
As the test light voltage touches the IC bypass circuit, the
module should switch causing the ohmmeter to “overrange”
if the meter is in the 100-200 ohm position. Selecting the
10-20,000 ohms position will indicate above 5000 ohms.
The important thing is that the module “switched.”
4. The module did not switch and this step checks for:
• IC control circuit shorted to ground.
• IC bypass circuit open.
• Faulty ignition module connection or module.
5. Confirms that DTC 42 is a faulty ECM and not an
intermittent in IC control or IC bypass circuits.
Diagnostic Aids: The scan tool does not have any
ability to help diagnose a DTC 42 problem.
Refer to SECTION 2 for “Intermittent’s DTC.”
 DTC 42
IGNITION CONTROL (IC) ERROR

©
 ENG-I TQ ECM
539 PNK IGNITION
20A SWITCH

KNOCK SENSOR 457 YEL/BLK KNOCK SENSOR

MODULE IE SIGNAL
— 486 BRN

496 DKBLU

7 KNOCK
SENSOR
ENGINE
GROUND

V s/ 5-25-94
PS 17214

DTC 43
KNOCK SENSOR (KS) CIRCUIT
Circuit Description:
Knock Sensor (KS) system is accomplished with a module which sends a voltage signal to the ECM. As the KS detects engine
knock, the voltage from the KS module to the KS drops, which in turn signals the ECM to retard timing. The ECM will retard the
timing when knock is detected and RPM is above 900 RPM but less than 3800 RPM.
DTC 43 Will Set When: DTC 43 means the ECM has seen a low voltage on CKT 457 terminal “B7” for longer than 5
seconds with the engine running, or the system has failed the functional check.
The ECM continually monitors voltage on CKT 457 terminal “B7” if a knock signal (low voltage) is detected; but less than one
second, the KS system is considered operational and DTC 43 will not set. If however, low voltage is detected for more than one
second or signal voltage remains high, a functional check will be performed. To perform check, the ECM will advance the spark
timing when coolant temperature is between 86°C -105°C (186°F -224°F) and the engine is under heavy load (near WOT). The
ECM then checks the signal voltage at “B7” to see if a knock is detected. If no knock is detected, the MIL will remain “ON” until the
ignition is turned “O F F ’ or until a knock signal is detected. The functional check will only be performed once per startup.
Action Taken (ECM will default to): The Malfunction Indicator Lamp (MIL) will illuminate.
DTC 43 Will Clear When: Conditions for fault are no longer present and 50 ignition switch keycycles have passed with no
further faults or ignition switch is turned “OFF” and battery feed voltage is removed for 10 seconds.

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. If the conditions for a DTC 43 are present, the Tech 1 scan
tool will always display “YES.” There should not be a
knock at idle unless an internal engine problem, or a
system problem exists.
2. This test will determine if the system is functioning at this
time. Usually a knock signal can be generated by tapping on
the right exhaust manifold. If no knock signal is generated,
try tapping on block close to the area of the sensor.
3. Because DTC 43 sets when the signal voltage on CKT 457
remains low, this test should cause the signal on CKT 457
to go high. The 12 volts signal should be seen by the ECM
as “no knock” if the ECM and wiring are OK.
4. This test will determine if the knock signal is being
detected on CKT 496 or if the KS module is at fault.
5. If CKT 496 is routed too close to secondary ignition wires,
the KS module may see the interference as a knock signal.
6. This checks the ground circuit to the module. An open
ground will cause the voltage on CKT 457 to be about 12
volts which would cause the DTC 43 functional test to fail.
7. Connecting CKT 496 with a test light to 12 volts should
generate a knock signal. This will determine if the KS
module is operating correctly.
Diagnostic Aids: DTC 43 can be caused by a faulty
connection at the knock sensor at the KS module or at the ECM.
Also check CKT 457 for possible open or short to ground.
Refer to SECTION 2 for “Intermittents.”
 DTC 43
KNOCK SEN SO R (KS) CIRCUIT
o

3-31-94
PS 17215
 ECM

D7 OXYGEN
SENSOR (02S) SIGNAL

D6 OXYGEN SENSOR (02S)

GROUND

2-27-92
4S 0790-6E

DTC 44
LEAN EXHAUST
Circuit Description:
The ECM supplies a voltage of about .45 volt between terminals “D6” and “D7”. (If measured with a 10 megohm digital
voltmeter, this may read as low as .32 volt.) The Oxygen Sensor (0 2 S ) varies the voltage within a range of about 1 volt if the
exhaust is rich, to about .10 volt if exhaust is lean.
The sensor is like an open circuit and produces no voltage when it is below about 3 15°C (600°F). An open sensor circuit or cold
sensor causes “Open Loop” operation.

DTC 44 Will Set When: The Oxygen Sensor (0 2 S ) signal voltage on the 02 S signal circuit:
• Remains below .2 volts for 4 minutes.
• With the system operating in “Closed Loop.”

Action Taken (ECM will default to): The Malfunction Indicator Lamp (MIL) will illuminate.

DTC 44 Will Clear When: Conditions for fault are no longer present and 50 ignition switch keycycles have passed with no
further faults or ignition switch is turned “O F F ’ and battery feed voltage is removed for 10 seconds.

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. Checks to see if DTC was set as result of a hard failure or
intermittent condition. The next check is of the wiring
and ECM.
Diagnostic Aids: Using a scan tool, observe the long
term fuel trim values at different RPM and air flow conditions.
The scan tool also displays the block cells, so the long term fuel
trim values can be checked in each of the cells to determine
when the DTC 44 may have been set. If the conditions for
DTC 44 exists, the long term fuel trim values will be around 150.
• Oxygen Sensor (Q 2S) Wire - Sensor pigtail may be
mispositioned and in contact with the exhaust manifold.
• Check for intermittent ground in wire between connector
and sensor.
• Fuel Contamination - Water, even in small amounts near
the in-tank fuel pump inlet, can be delivered to the
injectors. Water intrusion causes a lean exhaust and can set
a DTC 44.
Fuel Pressure - System will be lean if pressure is too low. It
may be necessary to monitor fuel pressure while driving
the vehicle at various road speeds and/or loads to confirm.
Refer to “Fuel System Diagnosis,” CHART A-6.
Exhaust Leaks - If there is an exhaust leak, the engine can
cause outside air to be pulled into the exhaust and past the
sensor. Vacuum or crankcase leaks can cause a lean
condition.
AIR System - Be sure air is not being directed to the
exhaust ports while in “Closed Loop.” If the long term fuel
trim value goes down while squeezing air hose on left side
of exhaust ports, refer to SECTION 8.
CKT 413 - If CKT 413 is open, the voltage at terminal
“D7” will be about .45 volt. This may also cause DTC 13
to set.
If all checks OK, the Oxygen Sensor (0 2 S ) is faulty.
 DTC 44
LEAN EXHAUST

5-13-94
 ECM

D7 OXYGEN
SENSOR (02S) SIGNAL

D6 OXYGEN SENSOR (02S)

GROUND

2-27-92
4S 0790-6E

DTC 45
RICH EXHAUST
Circuit Description:
The ECM supplies a voltage of about .45 volt between terminals “D6” and “D7”. (If measured with a 10 megohm digital
voltmeter, this may read as low as .32 volt.) The Oxygen Sensor (0 2 S ) varies the voltage within a range of about 1 volt if the
exhaust is rich, to about .10 volt if exhaust is lean.
The sensor is like an open circuit and produces no voltage when it is below about 3 15°C (600°F). An open sensor circuit or cold
sensor causes “Open Loop” operation.
DTC 45 Will Set When: The Oxygen Sensor (0 2 S ) signal voltage or the 0 2 S signal circuit:
• Remains above .7 volt for 60 seconds, while in “Closed Loop.”
• Engine time after start is one minute or more.
• Throttle angle greater than 5% (about .2 volt above idle voltage).
Action Taken (ECM will default to): The Malfunction Indicator Lamp (MIL) will illuminate.
DTC 45 Will Clear When: Conditions for fault are no longer present and 50 ignition switch keycycles have passed with no
further faults or ignition switch is turned “O F F ’ and battery feed voltage is removed for 10 seconds.

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. Checks to see if DTC was set as result of a hard failure or
intermittent condition. Also checks wiring and ECM.
Diagnostic Aids: Using the Tech 1 scan tool, observe
the long term fuel trim values at different RPM and air flow
conditions to determine when the DTC 45 may have been set. If
the conditions for DTC 45 exist, the long term fuel trim values
will be around 115. The MIL will remain “ON” until the
ignition is turned “OFF,” due to possible high fuel pressure.
An oxygen supply inside the 02 S is necessary for proper
0 2 S operation. This supply of oxygen is routed through the
0 2 S wires. All 0 2 S wires and connections should be inspected
for breaks or contamination which could prevent reference
oxygen from reaching the 02S .
• Fuel Pressure - System will go rich if pressure is too high.
The ECM can compensate for some increase. However, if
it gets too high, a DTC 45 may be set.
Refer to “Fuel System Diagnosis” chart.
• Check for fuel contaminated oil. Refer to “Fuel System
Diagnosis” chart.
• PI Shielding - An open ground CKT 453 (ignition system
reference low) may result in EMI, or induced electrical
“noise.” The ECM looks at this “noise” as reference
pulses.
The additional pulses result in a higher than actual engine
speed signal. The ECM then delivers too much fuel,
causing system to go rich. Engine tachometer will also
show higher than actual engine speed which can help in
diagnosing this problem.
Canister Purge - Check for fuel saturation. If full of fuel,
check canister control and hoses. Refer to SECTION 5.
MAP Sensor - An output which causes the ECM to read
higher than normal manifold pressure (low vacuum) can
cause the system to go rich. Disconnecting the MAP sensor
will allow the ECM to set a fixed value for the MAP
sensor. Substitute a different MAP sensor if the rich
condition is gone.
Pressure Regulator - Check for leaking fuel pressure
regulator diaphragm by checking for presence of liquid
fuel.
TP Signal - An intermittent TP signal output will cause the
system to go rich, due to a false indication of the engine
accelerating.
ECT - Check for a skewed sensor which could cause a rich
exhaust and set a DTC 15. Refer to chart for DTC 15.
 DTC 45
RICH EXHAUST

5-13-94
 DTC 54
FUEL PUMP RELAY
(LOW VOLTAGE)
Circuit Description:
The status of the fuel pump CKT 120 is monitored by the ECM at terminal “B2” and is used to compensate fuel delivery based
on system voltage. This signal is also used to store a DTC if the fuel pump relay is defective or fuel pump voltage is lost while the
engine is running. There should be about 12 volts on CKT 120 for at least two seconds after the ignition is turned “ON,” or any time
reference pulses are being received by the ECM.
DTC 54 Will Set When: The voltage at terminal “B2” is less than 4 volts for one second since the last reference pulse was
received. This DTC is designed to detect a faulty relay, causing extended crank time and the DTC will help the diagnosis of an
engine that “Cranks But Will Not Run.”
Action Taken (ECM will default to): The Malfunction Indicator Lamp (MIL) will illuminate.
DTC 54 Will Clear When: Conditions for fault are no longer present and 50 ignition switch keycycles have passed with no
further faults or ignition switch is turned “OFF” and battery feed voltage is removed for ten seconds.
DTC Chart Test Description: Number(s) below 2. Checks relay, relay power feed and ground circuits,
refer to circled number(s) on the diagnostic chart. 3. Checks ECM and oil pressure switch.
1. Checks to see if DTC was set as result of a hard failure or
intermittent condition. Diagnostic Aids:
• Refer to “Intermittents” in SECTION 2.
 DISCONNECT FUEL MODULE IF EQUIPPED.
DTC 54
© •
•
IGNITION “OFF” FOR 10 SECONDS.
IGNITION “ON.” FUEL PUMP RELAY
• LISTEN FOR IN-TANK FUEL PUMP.
• PUMP SHOULD RUN AFTER IGNITION “ON. (LOW VOLTAGE)
DOES IT?

NO YES

• IGNITION “OFF.” • CLEAR DTCs.

• USING A FUSED JUMPER WIRE, CONNECT FUEL • START AND RUN ENGINE FOR 30
PUMP “TEST” CONNECTOR TO FIXED 12 VOLTS. SECONDS OR UNTIL DTC 54 SETS.
DOES PUMP OPERATE? DOES DTC SET ?

YES NO YES NO
I
© • IGNITION “OFF.”
• DISCONNECT FUEL
• DISCONNECT FUEL
PUMP RELAY.
• BACKPROBE ECM
TERMINAL “B2” WITH A
DTC 54 IS
INTERMITTENT.
PUMP RELAY. • USING THE FUSED TEST LIGHT TO GROUND. REFER TO
• PROBE CKT 440 WITH A JUMPER WIRE, • IGNITION “OFF” FOR 10 “DIAGNOSTIC
TEST LIGHT TO CONNECT CKT 120 SECONDS. AIDS.”
GROUND. TO 12 VOLTS. NOTE LIGHT AFTER
DOES PUMP RUN? IGNITION “ON.”

TEST TEST YES NO TEST TEST

LIGHT “ON” LIGHT“OFF” LIGHT “ON” LIGHT “OFF”
T~ - ■ 1
CONNECT REPAIR FAULTY OPEN CKT 120, FAULTY CONNECTION OPEN
TEST LIGHT OPEN IN RELAY. FAULTY IN-TANK AT ECM CKT 120
BETWEEN CKT 440. PUMP OR TO ECM.
CKTs 440 OR FAULTY ECM.
AND 451. FAULTY PUMP.

TEST LIGHT “ON’ TEST LIGHT “OFF”

~ 1 ...... " ------
• CONNECT TEST LIGHT BETWEEN HARNESS REPAIR OPEN CKT 451.
© CKT 465 AND GROUND.
• IGNITION “OFF” FOR 10 SECONDS.
NOTE TEST LIGHT AFTER IGNITION “ON.”

TEST LIGHT “ON” 2 SEC O N D S TEST LIGHT “OFF”

■ ..... :------ --------- --
• FAULTY CONNECTION AT RELAY TERMINAL “D” OR FAULTY CKT 465 OPEN, SHORTED TO
RELAY. CONNECT MODULE IF REMOVED. GROUND, OR FAULTY ECM.
• CONTINUE TEST IF ORIGINAL SYMPTOM WAS “ENGINE
C RAN K S BUT WILL NOT RUN.”
• ENGINE AT NORMAL OPERATING TEMPERATURE.
• OIL P RESSU RE NORMAL. START ENGINE.
• DISCONNECT FUEL PUMP RELAY. ENGINE SHOULD CONTINUE
TO RUN.
D O ES IT?

Y ES NO
Z3Z =n
• RECONNECT FUEL PUMP RELAY. FAULTY OIL P R ESSU RE SWITCH.
• IGNITION “OFF.”
• PROBE FUEL PUMP “TEST” TERMINAL WITH A TEST LIGHT
TO GROUND.

TEST LIGHT “OFF” | TEST LIGHT “ON”

FUEL PUMP CIRCUIT OK. FAULTY OIL P R ESSU RE SWITCH.

DTC 51
DTC 52
DTC 55 DTC 51
PROM PROBLEM

CHECK THAT ALL PINS ARE FULLY INSERTED IN THE SOCKET. IF OK, REPLACE PROM,
(CAL-PAK) CLEAR MEMORY, AND RECHECK. IF DTC 51 REAPPEARS, REPLACE ECM.

DTC 52
PROM (CAL-PAK) MISSING

CHECK FOR MISSING PROM (CAL-PAK) AND THAT ALL PINS ARE FULLY INSERTED IN THE SOCKET.
IF OK, REPLACE ECM. NOTE: ON SOME VEHICLES THE PROM (CAL-PAK) IS SOLDERED IN.

DTC 55
FAULTY ECM
ALL ENGINES

BE SU R E ECM GROUNDS ARE OK AND THAT PROM (CAL-PAK) IS

PROPERLY LATCHED. IF OK, REPLACE ECM.
 ECM

461 ORN SERIAL DATA

448 WHT/BLK - E DIAGNOSTIC TEST

451 BLK/WHT — [ S T SYSTEM GROUND
451 BLK/WHT — J a 12 SYSTEM GROUND

OXYGEN SENSOR BACK VIEW

|
F E D C B A 413 TAN - D E
GROUND OF
G H CONNECTOR
DLC CONNECTOR
ENGINE GROUNDS

N.O. FUSE #8
TO 6 PPL -^ \A - 806 PPL CRANK SIGNAL
IGNITION MANUAL 10A - G l
SWITCH TRANSMISSION
CLUTCH START
SWITCH START SOLENOID

OXYGEN
SENSOR OXYGEN SENSOR
(02S) 412 PPL 24 PIN A-B
- c E SIGNAL (5.0L.5.7L) CONNECTOR

MANIFOLD --- 470 BLK A ll MAPGROUND

ABSOLUTE
PRESSURE 432 LT GRN ciT MAP SIGNAL
(MAP) SENSOR BACK VIEW
OF
CONNECTOR

416 GRY C14 5V REFERENCE

THROTTLE
POSITION 417 DK BLU 03 TP SIGNAL
(TP) SENSOR

ENGINE 452 BLK — | D2 SENSORGROUND

COOLANT
TEMPERATURE
(ECT) SENSOR 410 YEL — T cio ECT SIGNAL

IDLE AIR CONTROL

(IAC) VALVE -1747 LT BLU/WHT C5 IAC COIL "A " HIGH
-1748 LT BLU/BLK C6 IAC COIL "A " LOW 32 PIN C-D
1749 LT GRN/WHT CONNECTOR
C4 IAC COIL "B " HIGH
- 444 LT GRN/BLK C3 IAC COIL "B " LOW

3 -8 -9 4
NS 13942
 I----------- B5 HIGH PRESSURE
CUT-OFF SWITCH ECM
A/C RELAY k • ------ A6 203 LT BLU
N.C..
UNDERHOOD B6 — 150 B L K ----
ELECTRICAL
CENTER A4 — 66 LT GRN — ENGINE
GROUND
B4 — 603 DK GRN
A/C BULKHEAD
TO B + 1240 ORN CONNECTOR
N.C.. BACK VIEW
10 AMP 59 OF
DK GRN CONNECTOR
A/C CONTROL S S S f S S S E S u
TO IGNITION v CYCLING SWITCH 59 DK GRN A/C SIGNAL
SWITCH •-----------------------------

150 BLK

A/C COMPRESSOR
CLUTCH

TO
BATTERY BATTERY
440 ORN FEED
FEED

24 PIN A-B
CONNECTOR

440 ORN H C16 BATTERY

FEED

465 OK GRN/WHT FUEL PUMP

RELAY CONTROL

BACK VIEW
OF
FUEL PUMP CONNECTOR
PRIME FUEL PUMP
TERMINAL RELAY
UNDERHOOD
ELECTRICAL
CENTER

120 GRY

120 GRY B2 FUEL PUMP

SIGNAL
120 GRY

V H A
TO FUEL FUEL G B
PUMP MODULE F 639 PNK/BLK IGNITION
C
SWITCH
E D b 451 BLK/WHT

5.7L > 8600 GVW

FUSE #4
39 PNK ---------------- S k 419 BRN/WHT — I A5 MALFUNCTION 32 PIN C-D
TO-*---- t
IGNITION 10A MIL in ™ , CONNECTOR
LAMP CONTROL
SWITCH (SERVICE ENGINE SOON)

456 TAN/BLK - A7 MANUAL TRANSMISSION

39 PNK SHIFT LAMP (CONTROL)
MANUAL TRANSMISSION
SHIFT LAMP
5-26-94
N S 13943
 VEHICLE
ECM
822 LT GRN/BLK-
SPEED
SENSOR
(VSS)
BACK VIEW
VSSINPUT C7 OF
CONNECTOR
GROUND C8 451 BLK/WHT ------->- TO ENGINE GROUND
FUSE #18
IGNITION FEED C9 -441 BRN TO
10A IGNITION
VEHICLE SPEED C10 SWITCH
SIGNAL BUFFER
VSS OUTPUT C11 -1716 DK BLU -TakT
VSS INPUT C1?
C13
■ H

C14
VSS OUTPUT C15 •389 DK GRN---- i-T O SPEEDO

■821 PPL/WHT

TO EGR VALVE
MANIFOLD 24 PIN A-B
VACUUM TO CONNECTOR
IGNITION
SWITCH

ENG-I
IGNITION FEED 539 PNK
20A
DRIVER CIRCUIT — 435 GRY A4 EGR SOLENOID CONTROL
(5.7L >8600 GVW)

GROUND CIRCUIT 451 BLK/WHT

VENT FILTER SOLID STATE ZL
CIRCUITRY
EVRV SOLENOID ASSEMBLY
TO ENG-I
IGNITION- B EGR SOLENOID CONTROL
-539 PNK 435 GRY (5.0L, 5.7L < 8600 GVW)
SWITCH EXHAUSTGAS
20A
RECIRCULATION (EGR)
SOLENOID BACK VIEW
OF
CONNECTOR

A A

TO ECM-I
IGNITION- 439 PNK/BLK IGNITION □ □
SWITCH FEED □ □
20A □ □
□ □
A ENG-I □ □
TO
B 539 PNK------ V \ > IGNITION
IGNITION FEED 20A SWITCH KNOCK
KNOCK SENSOR
(KS) MODULE SPARK RETARD JC. 457 YEL/BLK SENSOR
D ->-TO ENGINE GROUND SIGNAL
KSGROUND 486 BRN -----
KS SENSOR INPUT E 496 DK BLU -

it 32 PIN C-D
CONNECTOR

KNOCK
SENSOR

w 6-6-94
N S 13944
 ECM

BACK VIEW

TO ECM-I
IGN 439 PNK 439 PNK [NJECTOR"1" 24 PIN A-B
467 DK BLU
SWITCH CONTROL CONNECTOR
20A

A INJ"2"
439 PNK A _ J v w v INJECTOR “V
468 DK GRN ~ l D14 CONTROL

---- 423 WHT -| D4 IGNITION CONTROL

PRIMARY, 430 PPL/WHT B5 IC REFERENCE HIGH
SET TIMING CONNECTOR 424 TAN/BLK -
C0IL L ^J ta c h « D5 IC BYPASS
'aaa/ lead
453 RED/BLK — B3 IC REFERENCE LOW

a BACK VIEW A
connector4 Ua

□ □
□ □
DD
□□
□ □

I in c t- r
tll3 Q : r r

32 PIN C-D
CONNECTOR

5-26-94
NS 13945
 E C M C o n n e c to r a n d D riveability S y m p t o m s Identification
This ECM voltage chart is for use with a J 39200 to further aid in diagnosis. These voltages were derived
from a known good vehicle. The voltages you get may vary due to low battery charge or other reasons,
but they should be very close.
The “B+” symbol indicates a nominal system voltage of 12-14 volts.
THE FOLLOWING CONDITIONS MUST BE MET BEFORE TESTING:
• Engine at operating temperature • “Closed Loop” • Engine idling (for “Engine Operating” column)
• Test terminal not grounded • Scan tool not installed

NORMAL VOLTAGE
CKT COMPONENT DTC(s) POSSIBLE
PIN PIN FUNCTION WIRE COLOR
# CONNECTOR IGNITION ENGINE AFFECTED SYMPTOMS
“ON” OPERATING
A1 FUEL PUMP RELAY
CONTROL
465 DK GRN/
WHT
FUEL PUMP
RELAY
(1) B+ 54 LONG CRANK TIME
BEFORE ENGINE
STARTS
A2 NOT USED - - - - - - -
A3 NOT USED - - - - - - -
A4 EGR SOLENOID 435 GRY EGR B+ B+ 32 DETONATION
CONTROL
A5 MALFUNCTIONING 419 BRN INSTRUMENT 0* B+ NONE MIL INOP, OR
INDICATOR LAMP PANEL MIL FLASHING
(MIL) CONTROL
A6 IGNITION FEED 439 PNK SPLICE B+ B+ NONE NO START,
MIL INOP
A7 SHIFT LAMP 456 TAN/BLK SHIFT LAMP B+ B+ NONE SHIFT LAMP INOP,
CONTROL SHIFT LAMP “ON”
ALWAYS
A8 SERIAL DATA 461 ORN DATA LINK (2) (2) NONE NO SERIAL DATA
CONNECTOR
A9 DIAGNOSTIC TEST 448 WHT/BLK DATA LINK 5V 5V NONE MIL
TERMINAL CONNECTOR FLASHING
A10 VEHICLE SPEED 1716 DK BLU V S S BUFFER (3) (3) 24 SHIFT LAMP
SENSOR SIGNAL INOP
A11 MAP SENSOR 470 BLK MAP SEN SO R 0* 0* 33,45 SURGE POOR FUEL
GROUND ECONOMY
A12 SYSTEM GROUND 451 BLK/WHT ENGINE BLOCK 0* 0* NONE NO CHANGE

(1) BATTERY VOLTAGE FIRST 2 SECONDS. BA C K VI EW

CQf OF
(2)
(3)
VARIES FROM 2 TO 5 VOLTS.
VARIES FROM .01 TO BATTERY VOLTAGE DEPENDING ON POSITION
Jl
MEC TOR
OF DRIVE W HEELS /
* LESS THAN .5 VOLT (500 mV). i I
J5 3

■
I*XPIN A-B
N
CO INEC'TOR „ „
3-9-94
M S 9910
 ECM Connector and Driveability Symptoms Identification
This ECM voltage chart is for use with a J 39200 to further aid in diagnosis. These voltages were derived
from a known good vehicle. The voltages you get may vary due to low battery charge or other reasons,
but they should be very close.
The “B+” symbol indicates a nominal system voltage of 12-14 volts.
THE FOLLOWING CONDITIONS MUST BE MET BEFORE TESTING:
• Engine at operating temperature • “Closed Loop” • Engine idling (for “Engine Operating” column)
• Test terminal not grounded • Scan tool not installed

NORMAL VOLTAGE |
CKT COMPONENT DTC(s) PO SSIBLE
PIN PIN FUNCTION # WIRE COLOR CONNECTOR IGNITION ENGINE AFFECTED SYMPTOMS
“ON” OPERATING
B1 BATTERY FEED 440 ORN SPLICE B+ B+ NONE NO CHANGE
B2 FUEL PUMP SIGNAL 120 GRY FUEL PUMP (1) B+ NONE NO CHANGE
RELAY
B3 IC REFERENCE LOW 453 RED/BLK DISTRIBUTOR 0* 0* NONE NO CHANGE
MODULE
B4 NOT USED - - - - - - -
B5 IC REFERENCE HIGH 430 PPL/WHT DISTRIBUTOR 0‘ 1.6V NONE NO RESTART
MODULE
B6 NOT USED - - - - - - -
B7 KNOCK SENSOR 457 YEL/BLK KNOCK 9V 9V 43 POOR ECONOMY,
SIGNAL SENSOR POOR
PERFORMANCE,
DETONATION

B8 A/C SIGNAL 59 DKGRN A/C SWITCH (2) (2) NONE INCORRECT IDLE
B9 NOT USED - - - - - - -
B10 NOT USED - - - - - - -
B11 NOT USED - - - - - - -
B12 NOT USED - - - - - - -

(1) BATTERY VOLTAGE FIRST 20 SECONDS.

(2) 0 VOLTS A/C “OFF,” BATTERY VOLTAGE A/C “ON.”
* LESS THAN .5 VOLT (500 mV).
BA<: k vi EW
OF
CON NEC TOR

4tA
B 5|

§
I ms—
24 PIN A-B
COINNE<'TOR

3-9-94
M S 13726
 E C M C o n n e c to r a n d D riveability S y m p to m s Identification
This ECM voltage chart is for use with a J 39200 to further aid in diagnosis. These voltages were derived
from a known good vehicle. The voltages you get may vary due to low battery charge or other reasons,
but they should be very close.
The “B+” symbol indicates a nominal system voltage of 12-14 volts.
THE FOLLOWING CONDITIONS MUST BE MET BEFORE TESTING:
• Engine at operating temperature • Closed Loop • Engine idling (for “Engine Operating” column)
• Test terminal not grounded • Scan tool not installed

NORM AL VOLTAGE
PIN PIN C KT COMPONENT DTC(s)
W IRE CO LOR IGNITION ENGINE P O S S IB L E SYM PT O M S
FUNCTION # C ONNECTOR AFFECTED
“O N” OPERATING
C1 NOT USED - - - - - - -
C2 NOT USED - - - - - - -
C3 IAC “B” LOW 444 LT GRN/BLK IAC VALVE NOT U SAB LE NONE STALLING ROUGH UNSTABLE
OR INCORRECT IDLE
C4 IAC “B ” HIGH 1749 LT GRN/WHT IAC VALVE NOT U SA B LE NONE STALLING ROUGH UNSTABLE
OR INCORRECT IDLE
C5 IAC “A ” HIGH 1747 LT BLU/WHT IAC VALVE NOT U SAB LE NONE STALLING ROUGH UNSTABLE
OR INCORRECT IDLE
C6 IAC “A " LOW 1748 LT BLU/BLK IAC VALVE NOT U SABLE NONE STALLING ROUGH UNSTABLE
OR INCORRECT IDLE
C7 NOT USED - - - - - -
C8 NOT USED - - - - - - -
C9 CRANK 806 PPL STARTER (1) 0* NONE MAY SET FALSE DTC ON
SIGNAL START UP
C10 ECT SIGNAL 410 YEL ECT SE N S O R (2) (2) 14,15 POOR PERFORMANCE,
EXHAUST ODOR, ROUGH IDLE
C11 MAP SIGNAL 432 LT G R N M AP SE N S O R 4.8V 1.01V 34, 45 POOR PERFORMANCE, SURGE,
POOR FUEL ECONOMY
C12 NOT USED * - - - - - -
C13 TP SIGNAL 417 DK BLU TP S E N S O R (3) .6V 22 POOR PERFORMANCE,
INCORRECT IDLE
C14 MAP & TP 416 GRY TP AN D M AP 5V 5V 22,34 LACK OF POWER, IDLE SU RG E
REF. SIGNAL SEN SO R
C15 NOT USED - - - - - - -
C16 BATTERY 440 ORN SP LIC E B+ B+ NONE NO CHANGE
FEED

(1) BATTERY VOLTAGE WHEN CRANKING. A

(2) ABOUT 1.0 VOLT, VARIES WITH TEMPERATURE. /O ft I /d \
(3) .6 VOLT TO ABOUT 4.8 VOLTS AT WIDE OPEN THROTTLE (WOT). \ir r f
L E SS THAN .5 VOLT (500 mV). t i l LI B A C K VIEW
t VARIES WITH MANIFOLD PRESSURE. IZ g g :q of
CONNECTOR
JE=co
M O D
□□
^ □□
— OQ

----1 32 PIN C-D

r= 8 B - H CONNECTOR
1=00
=El 4-26-94
M S 9911
 E C M C o n n e c to r a n d Driveability S y m p t o m s Identification
This voltage chart is for use with a J 39200 to further aid in diagnosis. These voltages were derived from
a known good vehicle. The voltages you get may vary due to low battery charge or other reasons, but
they should be very close.
The “B+” symbol indicates a nominal system voltage of 12-14 volts.
THE FOLLOWING CONDITIONS MUST BE MET BEFORE TESTING:
• Engine at operating temperature • “Closed Loop” • Engine idling (for “Engine Operating” column)
• Test terminal not grounded • Scan tool not installed

NORMAL VOLTAGE
CKT COMPONENT DTC(s) PO SSIBLE
PIN PIN FUNCTION WIRE COLOR IGNITION ENGINE AFFECTED SYMPTOMS
# CONNECTOR
“ON” OPERATING
D1 SYSTEM GROUND 451 BLK/WHT ENGINE BLOCK 0* 0* NONE NO CHANGE
D2 TP & ECT SENSOR 452 BLK TP AND ECT 0* 0* 15, 21 HIGH IDLE, ROUGH
GROUND SENSOR IDLE, HARD START,
POOR
PERFORMANCE
D3 NOT USED - - - - - - -
04 IC CONTROL 423 WHT DISTRIBUTOR 0* 1.0V 42 STALL, WILL
MODULE RESTART IN
BYPASS MODE,
LACK OF POWER
D5 IC BYPASS 424 TAN/BLK DISTRIBUTOR 0* 4.75V 42 FIXED TIMING
MODULE
D6 OXYGEN SENSOR 413 TAN ENGINE BLOCK 0* 0* 13, 44 LEAN EXHAUST,
GROUND FIXED 02S, POOR
PERFORMANCE
D7 OXYGEN SENSOR 412 PPL OXYGEN (1) (2) 13, 44 EXHAUST ODOR,
SIGNAL SENSOR POOR
PERFORMANCE
D8 NOT USED - - - - - -
D9 NOT USED - - - - - -
D10 NOT USED - - - - - -
D11 NOT USED - - - - - -
D12 NOT USED - - - - - -
D13 NOT USED - - - - - -
D14 INJECTOR “2” 468 DK GRN INJECTOR B+ B+ NONE ROUGH IDLE, LACK
CONTROL OF POWER, STALL
D15 NOT USED - - - - - - -
D16 INJECTOR “1” 467 DK BLU INJECTOR B+ B+ NONE ROUGH IDLE, LACK
CONTROL OF POWER, STALL

(1) NON-HEATED 0 2 S .26 TO .46 VOLT AA

t
. (2) VARIES FROM .1 VOLT TO .9 VOLT
. * LESS THAN .5 VOLT (500 mV). BACK VIE W
OF
CONNECT OR
— n n —
□ □
□ □
□ □
i □ □
k □ □
mm
32 PIN C- D
m
as CONNECT OR

3-9-94
M S 13727
 ON-VEHICLE SERVICE
ELECTRONIC CONTROL MODULE (ECM) 5. PCM harness connectors.
6. Access cover and PROM (CAL-PAK). Refer to PROM
Replacement of the Electronic Control Module (ECM) (CAL-PAK) service.
consists of a service controller, without a PROM (CAL-PAK).
If the diagnostic procedures require the ECM to be
replaced, the ECM, PROM (CAL-PAK) should be checked for
the correct part number. If they are correct, remove the PROM
0
1.
Install or Connect
PROM (CAL-PAK) and access cover on new PCM.
(CAL-PAK) and install them in the service controller. The 2. Mounting brackets and module(s).
service controller will not contain a PROM (CAL-PAK). 3. PCM into tray until clips lock.
4. PCM harness connectors.
5. Glove box panel.
| 9 |Important 6. Negative battery cable.
• When replacing a production ECM with a service 7. Perform functional check.
controller, transfer the broadcast DTC and production
ECM part number to the controller label. Do not record PROM (CAL-PAK)
information on the access cover.
Refer to Figure 3B-14, for removal and installation of a
NOTICE: The ignition must be “OFF,” when PROM (CAL-PAK).
disconnecting or reconnecting the ECM connector, to
prevent internal damage to the ECM. NOTICE: To prevent possible Electrostatic Discharge
damage to the PROM (CAL-PAK), Do Not touch the
NOTICE: To prevent possible Electrostatic Discharge component leads, and Do Not remove integrated circuit
damage to the ECM, Do Not touch the connector pins or from carrier.
soldered components on the circuit board.
ENGINE COOLANT TEMPERATURE (ECT)
ECM Replacement - With PROM (CAL-PAK) SENSOR
Figures 3B-11 and 3B-12 Figure 3B-13

E3Remove or Disconnect
1. Negative battery cable.
NOTICE: Care must be taken, when handling ECT
sensor. Damage to ECT sensor will affect proper operation
of the fuel control system.
2. Glove box panel.
3. Mounting brackets and/or retainers.
4. PCM from tray. + + Remove or Disconnect
1. Negative battery cable.
2. Drain cooling system below level of sensor.
3. Electrical connector releasing locking tab.
4. Coolant sensor.

0 Install or Connect
1. Sensor in engine.
2. Electrical connector.
3. Refill coolant system.
4. Negative battery cable.

1 CONTROL MODULE
2 FUEL MODULE
3 ELECTRONIC CONNECTOR
MAP SENSOR
Figure 3B-14
Other than checking for loose EVAP hoses and electrical
8S 4613-6E connections, the only service possible is unit replacement, if
diagnosis shows sensor to be faulty.

+ + Remove or Disconnect
1. Negative battery cable.
2. EVAP vacuum harness assembly.
4 *+ Remove or Disconnect, (Figure 1) Inspect, (Figure 4)
I*
1. ECM access cover screws. Inspect reference notch on the PROM carrier(s) and
carefully set aide.
Important NOTICE: To prevent possible Electrostatic Discharge
damage to the ECM, DO NOT touch the connector pins
2. Access cover. or soldered components on the circuit board.
PROM

REFERENCE
NOTCH PROM CARRIER

FIGURE 4

Inspect

New PROM for same part number as old or updated

number per service bulletin.

Remove or Disconnect, (Figures 2 & 3)

4 Install or Connect
PROM using the rocker-type PROM removal tool shown.
Grasp the carrier by the narrow ends only in Figure 2.
PROM and carrier on PROM socket.
Engage one end of the PROM carrier with the hook end of
the tool. Press on the vertical bar end of the tool and rock NOTICE: Any time the PROM is installed backward
the engaged end of the PROM carrier up as far as possible. and the ignition switch turned “ON,” the PRO M is
Engage the opposite end of the PROM carrier in the same destroyed.
manner and rock this end up as far as possible. Repeat
this process until the PROM carrier and PROM are free of
the PRO M socket. The PRO M carrier with PROM in it Important
should lift off of the PRO M socket easily.
Small notch in carrier should be aligned with small
PRO M (CALPAK) (if used) using removal tool shown in notch in socket. Press on PROM carrier until it is
4.
figure 3. Grasp the carrier by the narrow ends only. Gently firmly seated in the socket. Do not press on P R O M :
rock the carrier from end to end while applying a firm only the carrier.
upward force.

Important
Important
When replacing the production ECM with a service
The PRO M carrier(s) with PROM(s) in it should lift off of the
ECM, it is important to transfer the Broadcast Code
PROM socket easily. and production ECM number to the service ECM
label. Please do not record on ECM access cover.
This will allow positive identification of ECM parts
throughout the service life of the vehicle.

ACCESS FIGURE 5
COVER

1. Access cover on ECM.

2. ECM to mounting bracket in correct location and

perform “On-board Diagnostic System Check” to
confirm proper installation. 2-3-92
6S 2511-6E
 OXYGEN SENSO R (02S)
Figure 3B-15
NOTICE: The 02S uses a permanently attached pigtail
and connector. This pigtail should not be removed from the
02S. Damage or removal of the pigtail or connector could
affect proper operation of the oxygen sensor.

Take care when handling the 02S . The in-line electrical

connector and louvered end must be kept free of grease, dirt or
other contaminants. Also, avoid using cleaning solvents of any
type. Do not drop or roughly handle the 02 S .

• The 02 S may be difficult to remove, when engine

temperature is below 48°C (120°F). Excessive force may
Figure 3B-13 - Engine Coolant Sensor damage threads in exhaust manifold or exhaust pipe.
1. Negative battery cable.
3. Electrical connector releasing locking tab. 2. Electrical connector releasing locking tab.
4. Bolts or release lock tabs and remove sensor. 3. Carefully back out 02S .

E3Install or Connect
1. Bolts or snap sensor on bracket.
♦ ♦ Install or Connect

2. Electrical connector. Important

3. EVAP vacuum harness.
4. Negative battery cable. A special anti-seize compound is used on the 0 2 S
threads. The compound consists of liquid graphite and
glass beads. The graphite will tend to burn away, but
the glass beads will remain, making the sensor easier
to remove.

New, or service replacement sensors will already have the

compound applied to the threads. If a sensor is removed from
an engine, and if for any reason it is to be reinstalled, the
threads must have anti-seize compound applied before
reinstallation.
1. Coat threads of 02S with anti-seize compound
(GM P/N 5613695 or equivalent), if necessary.
2. Sensor, and torque to 41 N-m (30 lb. ft.).
3. Electrical connector.
4. Negative battery cable.

THROTTLE POSITION (TP) SEN SO R

REPLACEMENT
Figure 3B-16

♦ ♦ Remove or Disconnect
1. Air cleaner, adapter, and gaskets. Discard gaskets.
2. Electrical connector releasing locking tab.
3. Two TP sensor attaching screw assemblies.
4. TP sensor from throttle body assembly.
5. TP sensor seal.
 KNOCK SENSO R (KS)
Refer to SECTION 7 for replacement of the knock sensor.

VEHICLE SPEED SEN SO R (VSS)

Figures 3B-17 and 3B-18
Refer to SECTION 8C, in service manual, for Vehicle
Speed Sensor (VSS) service, which is located on the
transmission.

VEHICLE SPEED SEN SO R (VSS) BUFFER

Figure 3B-19
Refer to SECTION 8C, in the appropriate service manual
for Vehicle Speed Sensor (VSS) buffer module.
On the S/T model, it is located on the right hand side of the
instrument panel attached to the ECM bracket. On the C/K
model the VSS buffer is located in the instrument panel near the
ECM.

|»»| Remove or Disconnect

1. Place gear selector in “neutral.”
2. Electrical connectors.
3. Spread tangs on housing and pull switch.

E3 Install or Connect
1. Align actuator on switch, with hole in shift tube.
2. Position rearward portion of the switch (connector side) to
fit into cutout in lower jacket.
1 SENSOR 3. Push down on front of switch to engage the two tangs.
2 SCREW ASSEMBLY 4. Move gear selection to “park” and switch is adjusted.
5. Electrical connectors.
3 SEAL M P 1205-AS

Figure 3B-16 - TP Sensor Configurations - TBI 220 PARTS INFORMATION

NOTICE: The TP sensor is an electrical component PART NAME GROUP
and must not be soaked in any liquid cleaner, or solvent, as
damage may result. Controller, E C M ..................................................... 3.670
PROM (C A L -P A K ).............................................. 3.670
Install or Connect Sensor, Engine Coolant Temp................................ 3.682
Sensor, Exhaust Oxygen ...................................... 3.682
1. TP sensor seal over throttle shaft as shown in
Sensor, MAP ......................................................... 3.682
Figure 3B-18. Sensor, Throttle Position: Part of
2. With throttle valve closed, install TP sensor on throttle Sensor Kit, Throttle Position ....................... 3.440
shaft. Rotate counterclockwise to align mounting holes. Switch, Neu. St. & Backing L P ........................... 2.698
3. Two TP sensor attaching screw assemblies. Sensor, Knock ( K S ) .............................................. 2.383
• Refer to “Thread-Locking Materials.” Sensor, Vehicle Speed (V S S )................................ 3.682
Sensor, Throttle Position ( T P ) .............................. 3.764
[ ^ ] Tighten Buffer, Vehicle Speed (V S S )................................ 3.682
• Screw assemblies to 2.0 N m (18.0 lb. in.).
4. Electrical connector.
5. Air cleaner, adapter, and new gaskets.
 1 HARNESS CONNECTOR
2 O-RING SEAL
3 VEHICLE SPEED SENSOR (VSS)
4 BOLT M S 9570-6E

Figure 3B-17 - Vehicle Speed Sensor (VSS) 2WD

Figure 3B-19 - V S S Buffer

Figure 3B-18 - Vehicle Speed Sensor (VSS) 4WD

BLANK
 SECTION 4
FUEL SYSTEMS
CONTENTS
General Description....................................4-1
Fuel System Application C h a r t ................. 4-1
What Sections 4A and 4E Contain ....... 4-1
Modes of Operation............................... 4-1
Starting Mode ....................................4-1
Clear Flood Mode .............................. 4-2
Run Mode ........................................ 4-2
“Open Loop” .................................. 4-2
“Closed Loop” .................................4-2
Acceleration M o d e .............................. 4-2
GENERAL DESCRIPTION
The fuel system is controlled by the control module located
in the passenger compartment. The control module is the
control center of the system. Refer to SECTIONS 3A and 3B.
The basic function of the fuel system is to control fuel
delivery to the engine under all operating conditions. Fuel is
delivered to the engine by one type of fuel injection (TBI) and
the injection is supplied fuel by the fuel supply system.
The main control sensor is the Oxygen Sensor (0 2 S ),
which is located in the exhaust manifold. The 02 S tells the
control module the amount of oxygen in the exhaust gas, and
the control module changes the air/fuel ratio to the engine by
controlling the fuel injector. A 14.7:1 air/fuel ratio is required
for efficient catalytic converter operation. Because the constant
measuring and adjusting of the air/fuel ratio, the fuel injection
system is called a “Closed Loop” system.
Several other important engine operation parameters
include: engine speed, manifold pressure, engine coolant
temperature and throttle position. These parameters determine
the “mode” of engine operation.
There are two separate classifications of fuel systems with
which SECTION 4 will focus on:
• Throttle body fuel injection (TBI 220).
• Fuel supply system.
In addition, engine performance specifications, along with
controlled idle speed specifications are included for all engine
applications.
FUEL SYSTEM APPLICATION CHART
There is one type of fuel system with various applications
listed below:
Deceleration M o d e .............................. 4-2
Highway Fuel Mode
(Semi-“Closed Loop”) ...................... 4-2
Decel En-Leanm ent.............. ..............4-2
Decel En-Leanment O peration.............. 4-2
Battery Voltage Correction M o d e ........... 4-3
Fuel Cutoff M o d e ................................4-3
Controlled Idle S p e e d ................................. 4-3
Minimum Idle S p e e d .................................. 4-3
1. SECTION 4A - Throttle Body Injection (TBI 220).
2. SECTION 4E - Fuel Supply System.
• 4.3L C/K (VIN Z)
• 5.0L C/K (VIN H)
• 5.7L C/K (VIN K)
• 7.4L C/K (VIN N)
What Sections 4A and 4E Contain
• General description.
• Diagnosis.
• On-vehicle service.
• Parts information.
MODES OF OPERATION
The control module monitors voltages from several
sensors to determine how much fuel to give the engine. The
fuel is delivered under one of several conditions called
“modes.” All the modes are controlled by the control module.
Starting Mode
When the key is first turned “ON,” the control module
turns “ON” the fuel pump relay for two seconds, and the fuel
pump builds up pressure to the TBI unit. The control module
checks the Engine Coolant Temperature (ECT) sensor, Throttle
Position (TP) sensor, Manifold Absolute Pressure (MAP)
sensor, and ignition signal, then determines the proper air/fuel
ratio for starting. This ranges from 1.5:1 at -36°C
(-33°F) to 14.7:1, at 94°C (201°F) running temperature.
 The control module controls the amount of fuel delivered
in the starting mode by changing how long the injector is turned
“ON” and “OFF.” This is done by “pulsing” the injector for
very short times.
Clear Flood Mode
If the engine floods, clear it by pushing the accelerator
pedal down all the way. The control module then pulses the
injector at a 16.5:1 air/fuel ratio, and holds this injector rate as
long as the throttle stays wide open, and the engine is below
600 RPM. If the throttle position becomes less than 65%, the
control module returns to the starting mode.
Run Mode
The run mode is the mode under which the engine operates
most of the time. In this mode, the engine operates in one of
two conditions: “Open Loop” and “Closed Loop.”
“Open Loop”
When the engine is first started, and it is above 400 RPM,
the system goes into “Open Loop” operation. In “Open Loop,”
the control module ignores the signal from the 02S , and
calculates the air/fuel ratio based on inputs from the Engine
Coolant Temperature (ECT) sensor and Manifold Absolute
Pressure (MAP) sensor.
The system stays in “Open Loop” until the following
conditions are met on non-heated 02S:
1. The 0 2 S has varying voltage output, showing that it is
hot enough to operate properly. (This depends on
engine temperature.)
2. The Engine Coolant Temperature (ECT) sensor is
above a specified temperature.
3. A specific amount of time has elapsed after starting
the engine.
A normal functioning system may go into “Open Loop” at
idle if Oxygen Sensor (0 2 S ) temperature drops below the
minimum requirement to produce voltage fluctuation.
“Closed Loop”
The specific values for the above conditions vary with
different engines, and are stored in the Programmable Read
Only Memory (PROM). When these conditions are met, the
systems goes into “Closed Loop” operation. In “Closed Loop,”
the control module calculates the air/fuel ratio (injector
“ON”-time) based on the signal from the 02S . This allows the
air/fuel ratio to stay very close to 14.7:1.
Acceleration Mode
When the control module senses rapid changes in throttle
position and manifold pressure, the system enters the
acceleration mode and provides the extra fuel needed for
smooth acceleration.
Deceleration Mode
When deceleration occurs, the fuel remaining in the intake
manifold can cause excessive emissions and backfiring. When
the control module observes a fast reduction in throttle opening
and a sharp decrease in manifold pressure, it causes the system
to enter the deceleration mode by reducing the amount of fuel
delivered to the engine. When deceleration is very fast, the
control module cuts off fuel completely for short periods.
Highway Fuel Mode (Semi-“Closed Loop”)
This mode comes into operation at highway speeds and its
purpose is to improve fuel economy. For the control module to
operate in this mode, it first must sense the correct engine
coolant temperature, ignition control, canister purge activity
and constant engine speed. During semi-“Closed-Loop”
operation, there will be very little long term fuel trim (formerly
known as “Block Learn”) and short term fuel trim (formerly
known as “Integrator”), and the oxygen sensor values will read
below 100 millivolts.
Decel En-Leanment
On deceleration, the control module senses a high MAP
vacuum (low voltage or kPa) and leans the fuel spray for
emission reasons, but it should be noted that the control module
can trigger this condition (decel en-leanment) while the vehicle
is not moving.
Decel En-Leanment Operation
This mode of operation can be misdiagnosed as a lean
condition. The control module will run the system lean on
decel, or if the MAP sensor senses a low voltage (high engine
vacuum), with the vehicle standing still, it will lean out the fuel
delivery. If it is noted while testing a control module system
(with Tech 1 scan tool), and the transmission is in park, that the
02S reading is low (usually below 100 mV) and the long term
and short term fuel trim are both around the 128 counts, lower
the engine speed to 1000 RPM. If the oxygen sensor and long
term fuel trim numbers respond normally at this RPM, it’s
possible that the system was fooled into the decel en-leanment
mode of operation. If the oxygen sensor and long term fuel trim
numbers do not respond at the lower RPM readings, there are
other problems with the vehicle.
Battery Voltage Correction Mode

When battery voltage is low, the control module can

compensate for a weak spark delivered to the distributor by:
• Increasing injector “ON” time.
• Increasing the idle RPM.
• Increasing ignition dwell time.

Fuel Cutoff Mode

No fuel is delivered by the injector when the ignition is

“OFF.” This prevents dieseling. Also, fuel is not delivered if
no reference pulses are seen from the Distributor Ignition (DI)
system, which means the engine is not running. Fuel cutoff
also occurs at high engine RPM, to protect internal engine
components from damage vehicle speed also enables fuel
cutoff.

1995 CONTROL IDLE SPEED

NOTE: Engine at operating temperature 92°C to 104°C (196°F to 222°F)
Gear Idle Speed IAC Open/Closed
Engine Transmission
(Drive/Neutral) (RPM) Counts * Loop **
4.3L (TBI) AUTO D R IV E 590 ± 25 5-30 CL
U N D E R 8500 GVW M AN U AL N EU T R A L 550 ± 25 5-30
C/K-TRK
4.3L (TBI) C/K-TRK AUTO D RIV E 650 ± 25 5-30 CL
(O V ER 8500 GVW) M ANU AL N EU T RA L 700 ± 25 5-30 CL
5.0L MAN N EU T RA L 650 ± 25 5-30 CL
C/K-TRK AUTO D RIV E 550 ± 25 5-30 CL
5.7L C/K M AN N EU T R A L 660 ± 25 5-30 CL
(under 8500 GVW) AUTO D R IV E 525 ± 25 5-30 CL
5.7L C/K M AN N EU T RA L 590 ± 25 5-30 CL
(over 8500 GVW) AUTO D R IV E 550 ± 25 5-30 CL
7.4L C/K MAN N EU T R A L 750 ± 25 5-30 CL
AUTO D R IV E 675 ± 25 5-30 CL
* On manual transmission vehicles the Tech 1 will display R D L in neutral.
* Add 2 counts for engines with less than 500 miles. Add 2 counts for every 1000 ft. above sea level (4.3L and V8).
** Let engine idle until proper fuel control status (“Open/Closed Loop”) is reached.

MINIMUM IDLE SPEED

Gear Engine Speed Open/Closed
Engine Transmission
(Drive/Neutral) (RPM) * * Loop *
7.4L M AN N EU T RA L 625 ± 25 CL
AUTO D R IV E 625 ± 25 CL
* Let engine idle until proper fuel control status (“Open/Closed Loop”) is reached.
** If the engine has less than 500 miles or is checked at altitudes above 1500 feet, the idle RPM with a seated IAC valve should be lower than
valves above.
BLANK
 SECTION 4A
FUEL SYSTEM
TBI 220
CONTENTS
General Description.............................. .. 4A-1 Idle Air Control (IAC) System Check .. ... 4A-8
Fuel System O peration..................... .. 4A-1 Idle Speed Control Actuator
Fuel Supply S y ste m .......................... .. 4A-1 Check (Page 1 of 2) ................... .. 4A-10
Throttle Body Injection (TBI) Unit ....... .. 4A-2 On-Vehicle Service ............................. .. 4A-14
Vacuum Ports .............................. .. 4A-2 Service Information.......................... .. 4A-14
Fuel Injectors............................... .. 4A-2 Fuel Pressure Relief Procedure...... .. 4A-14
Fuel Pressure Regulator ................ .. 4A-2 Fuel System Pressure T e st........... .. 4A-14
Idle Air Control (IAC) System ........ .. 4A-2 Thread-Locking Compound ........... .. 4A-16
Idle Speed Control Actuator TBI Unit Replacement................... .. 4A-16
(7.4L Only) .............................. .. 4A-3 Controlled Idle Speed C h e c k ......... .. 4A-17
Throttle Position (TP) S e n s o r .......... .. 4A-3 Minimum Idle Speed Check
Fuel Pump Circuit............................. .. 4A-4 (7.4L Only) ............................. .. 4A-17
Evaporative Emission (EVAP) Control TBI Component Service Fuel Meter
Sy ste m ........................................ .. 4A-4 Cover A sse m b ly .......................... .. 4A-18
Diagnosis ........................................... .. 4A-5 Fuel Injector Assembly .................... .. 4A-19
Fuel Injectors............................... .. 4A-5 Fuel Meter Body A sse m b ly .............. .. 4A-20
Pressure Regulator ....................... .. 4A-6 Throttle Position (TP) Sensor .......... .. 4A-21
Idle Air Control (IAC) .................... .. 4A-6 Idle Air Control (IAC) Valve ............. .. 4A-21
Throttle Position (TP) S e n s o r .......... .. 4A-6 Idle Speed Control Actuator ............. .. 4A-22
Driveability Sym p to m s.................... .. 4A-6 Idle Speed Control Actuator
Fuel Pump ..................................... .. 4A-6 Adjustment Procedure................... .. 4A-23
Fuel Pump R e la y .......................... .. 4A-6 Throttle Body Assembly ................... .. 4A-23
Oil Pressure Sw itch ....................... .. 4A-6 Fuel Pump R e la y ........................... .. 4A-23
Evaporative Emission (EVAP) Control Oil Pressure S w itc h ........................ .. 4A-24
Sy ste m ........................................ 4A-6 Parts Information ........................ ....... 4A-24

GENERAL DESCRIPTION
FUEL SYSTEM OPERATION
The fuel system consists of the following components:
Throttle Body Fuel Injection (TBI) unit.
Fuel pump.
Fuel pump relay circuit.
Fuel tank.
Accelerator control.
Fuel lines.
Fuel filter.
Evaporative Emission (EVAP) control system.
The fuel system has an electric fuel pump, located in the
fuel tank on the gage sending unit. It pumps fuel to the throttle
body through an in-line fuel filter and fuel supply line. The
pump is designed to provide pressurized fuel at about 125 kPa
(18 psi).
On 4.3L, 5.0L and 5.7L a pressure regulator in the TBI
keeps fuel available to the injectors at a constant pressure
between 62 and 90 kPa (9 to 13 psi). On 7.4L TBI applications
the fuel pressure is 179 to 220 kPa (26-32 psi). Fuel in excess
of injector needs is returned to the fuel tank by a separate line.
The control module controls the injectors that are located
in the fuel meter body assembly of the TBI. The injectors
deliver fuel in one of several modes, described in SECTION 4.
In order to properly control the fuel supply, the fuel pump
is operated by the control module through the fuel pump relay
and oil pressure switch (refer to CHART A-5).
FUEL SUPPLY SYSTEM
The fuel supply is stored in the fuel tank. An electric fuel
pump, located in the fuel tank with the gage sending unit,
pumps fuel through an in-line fuel filter to the TBI unit. The
pump is designed to provide fuel at a pressure greater than is
needed by the injectors. The pressure regulator, part of the TBI
assembly, keeps fuel available to the injectors at a regulated
pressure. Unused fuel is returned to the fuel tank by a separate
line. See SECTION 4E for repair and replacement procedures
covering the fuel tank, fuel pump in-line filter and fuel lines.
 INJECTOR ASSEMBLY - THROTTLE BODY FUEL
BODY ASSEMBLY - THROTTLE
SENSOR - THROTTLE POSITION (TP)
VALVE ASSEMBLY - IDLE AIR CONTROL (IAC)
BODY ASSEMBLY - FUEL METER
COVER ASSEMBLY - FUEL METER
M P1191 AS

Figure 4A-1 - TBI Unit r CONSTANT BLEED -

PRESSURE REGULATOR c (SOME MODELS)
THROTTLE BODY INJECTION (TBI) UNIT FUEL INJECTOR
n PRESSURE REGULATOR
° DIAPHRAGM ASSEMBLY
Figure 4A-1
FUEL INJECTOR c PRESSURE REGULATOR
INLET FILTER E SPRING
The TBI unit consists of three assemblies: THROTTLE BODY F FUEL RETURN TO TANK
• Fuel meter cover with: ASSEMBLY
Fuel pressure regulator. FUEL FROM PUMP G THROTTLE VALVE
• Fuel meter body with:
INJECTOR ELECTRICAL 8P 0320-SY
Fuel injectors. TERMINALS
• Throttle body with: Figure 4A-2 - TBI Unit Operation
Idle Air Control (IAC) valve assembly.
Throttle Position (TP) sensor. regulated by the difference between fuel pump pressure acting
on one side of the diaphragm and the force of the calibrated
Vacuum Ports spring (and air cleaner air pressure) acting on the other side.
The system operates in an acceptable pressure range of 62 to
The throttle body portion of the TBI unit may contain ports 90kP a (9 to 13 psi) on 4.3L, 5.0L and 5.7L engines. The
located above, or below the throttle valve. These ports generate pressure range is 179 to 220 kPa (26 to 32 psi) on 7.4L.
the vacuum signals for the Exhaust Gas Recirculation (EGR) If the fuel pressure is too low, poor performance could
valve, MAP sensor, and the EVAP canister purge system. result. If the pressure is too high, excess emissions and
unpleasant exhaust odor may result.
Fuel Injectors
Figure 4A-2 Idle Air Control (IAC) System
Figure 4A-3
The fuel injector (Figure 4A-2) is a solenoid-operated
device, controlled by the control module. The control module Except for 7.4L engines all engine idle speeds are
turns “ON” the solenoid, which lifts a normally closed ball controlled by the control module through the Idle Air Control
valve off a seat. Fuel, under pressure, is injected in a conical (IAC) valve mounted on the throttle body (Figure 4A-3). The
spray pattern at the walls of the throttle body bore above the control module sends voltage pulses to the IAC motor windings
throttle valve. causing the IAC motor shaft and pintle to move “IN” or “OUT”
The fuel which is not used by the injectors passes through a given distance (number of steps) for each pulse (called
the pressure regulator before being returned to the fuel tank. counts).
On 7.4L engines a device called an idle speed control
Fuel Pressure Regulator actuator is also used to control idle speed when vehicle is cold.
Figure 4A-2 It is discussed next in this text.

The pressure regulator is part of the fuel meter assembly,

and contains an air chamber and a fuel chamber that are
separated by a diaphragm-operated relief valve and a calibrated
spring. The regulator’s function is to maintain a constant fuel
pressure drop across the injector at all times. Fuel pressure is

1 FUEL METER COVER & BODY ASSEMBLIES
2 THROTTLE BODY ASSEMBLY
3 IDLE AIR CONTROL (IAC) VALVE ASSEMBLY
A FILTERED AIR INLET
B PINTLE
C THROTTLE VALVE
D VACUUM PORTS - FOR ENGINE OR EMISSION
CONTROLS
4-13-94
8P 0319-SY
Figure 4A-3 - Idle Air Control (IAC) System
This movement controls airflow around the throttle plate,
which in turn, controls engine idle speed, either cold or hot.
IAC valve pintle position counts can be seen using a Tech 1
scan tool. Zero (0) counts correspond to a fully closed passage,
while 140 counts or more (depending on the application)
corresponds to full flow.
• Actual or “controlled” idle speed is obtained by the control
module positioning the IAC valve pintle. Resulting idle
speed is generated from the total idle air flow
(IAC/passage + PCV + throttle valve + vacuum leaks).
• Controlled idle speed is always specified for normal
operating conditions. Normal operating condition is
engine coolant temperature in operating range, the A/C is
“OFF,” manual transmission is in neutral or automatic
transmission in drive with proper park/neutral position. A
high or low engine coolant temperature, or A/C clutch
engagement may signal the control module to change the
IAC counts.
• The minimum idle speed is set at the factory with a stop
screw. This setting allows enough air flow by the throttle
valves to cause the IAC valve pintle to be positioned a
calibrated number of steps (counts) from the seat during
normal controlled idle operation.
The IAC counts will be higher than normal on an engine
with less than 500 miles, or an engine operating at high
altitude or an engine with an accessory load such as the
alternator, A/C, power steering or hydra-boost brakes
activated.
Idle Speed Control Actuator (7.4L Only)
The idle speed control actuator system assists the idle air
control system in controlling the idle speed, primarily at cold
temperatures. The idle speed control actuator is a vacuum
operated device which opens the throttle slightly (2 to 3 degrees
of angle) to increase the cold engine idle speed, to improve the
mixing of the air and fuel, and to allow lower warmed up
engine idle speeds. The idle speed control actuator is
controlled by the idle speed control actuator solenoid, which is
controlled by the control module. To increase the idle speed,
the solenoid is turned “OFF,” and no vacuum is routed to the
idle speed control actuator, allowing it to open the throttle
slightly. To decrease the idle speed, the solenoid is turned
“ON” and vacuum is routed through the solenoid to the idle
speed control actuator, allowing the throttle to fully close.
In conjunction with the idle speed control actuator system,
the idle air control continuously monitors and controls the
engine idle speed to the desired idle speed. A Tech 1 scan tool
will read the control module commands to the idle speed
control actuator system.
Throttle Position (TP) Sensor
Figure 4A-4
The non-adjustable Throttle Position (TP) sensor, is
mounted on the side of the throttle body opposite the throttle
lever assembly. Its function is to sense the current throttle valve
position and relay that information to the control module (refer
to Figure 4A-4). TP sensor information allows the control
module to generate the required injector control signals (base
pulse).
If the TP sensor senses a Wide Open Throttle (WOT) when
the engine is operating, a voltage signal indicating this
condition is sent to the control module. The control module
then increases the injector base pulse width, permitting
increased fuel flow.
As the throttle valve rotates in response to movement of
the accelerator pedal, the throttle shaft transfers this rotation
movement to the TP sensor. A potentiometer (variable resistor)
within the Throttle Position (TP) sensor assembly changes its
resistance in proportion to throttle movement.

1 THROTTLE POSITION (TP) SENSOR
2 THROTTLE VALVE 9P0394-S\
Figure 4A-4 - Throttle Position (TP) Sensor
By applying a reference voltage (5.0 volts) to the TP signal
input, a varying voltage (reflecting throttle position) is
available at the TP output. For example, approximately
2.5 volts results from a 50% throttle valve opening (depending
on TP calibration). The voltage output from the TP assembly is
routed to the control module for use in determining throttle
position.
FUEL PUMP CIRCUIT
Figure 4A-5
The fuel pump is a turbine type, low pressure electric
pump, mounted in the fuel tank. Fuel is pumped at a positive
pressure from the fuel pump through the in-line filter to the
pressure regulator in the TBI unit (see Figure 4A-5). Excess
fuel is returned to the fuel tank through the fuel return line.
The fuel pump is attached to the fuel gage sender assembly.
A fuel strainer is attached to the fuel pump inlet line and
prevents dirt particles from entering the fuel line and tends to
separate water from the fuel.
Vapor lock problems are reduced when using an electric
pump because the fuel is pushed from the tank under pressure
rather than being pulled under vacuum, a condition that
produces vapor.
When the key is first turned “ON” without the engine
running, the control module turns a fuel pump relay “ON” for
two seconds. This builds up the fuel pressure quickly. If the
engine is not started within two seconds, the control module
shuts the fuel pump “OFF” and waits for ignition reference
pulses. As soon as the engine is cranked, the control module
turns the relay “ON” and runs the fuel pump.
When the engine is cranking or operating, the control
module receives distributor ignition reference pulses which
also energize the injectors.
As a backup system to the fuel pump relay, the fuel pump is
also turned “ON” by an oil pressure switch. When the engine
oil pressure reaches about 28 kPa (4 psi), through cranking the
oil pressure switch will close to complete the circuit to the fuel
pump.
An inoperative fuel pump relay can result in long cranking
times, particularly if the engine is cold. The oil pressure switch
will turn “ON” the fuel pump as soon as oil pressure reaches
about 28 kPa (4 psi).
EVAPORATIVE EMISSION (EVAP)
CONTROL SYSTEM
The system transfers fuel vapors from the fuel tank into a
vapor canister and then vapors are purged into the intake
manifold air flow and consumed in combustion. Refer to
SECTION 5.
 INJECTORS PRESSURE CONSTANT
INJECTORS REGULATOR BLEED

FLEXIBLE
HOSE

RETURN
LINE

FUEL PUMP
FEED HOSE
IN-TANK
PUMP
FUEL FILTER

PRESSURE
LINE

J 29658-D
FUEL PRESSURE FUEL PUMP
GAGE KIT STRAINER

PS 16521

Figure 4A-5 - Fuel Supply System

DIAGNOSIS
Always begin diagnosis with the “On-Board
Diagnostic (OBD) System Check” found in SECTION 3,
before proceeding to any other diagnostics. This will reduce
diagnosis time and prevent unnecessary replacement of parts.
The “On-Board Diagnostic (OBD) System Check” will
give direction to further diagnostics, such as “Engine Cranks
But Won’t Run” and “Fuel System Diagnosis,”
including diagnosis of injectors, pressure regulator, fuel pump,
fuel pump relay, and oil pressure switch.
If a problem occurs in the fuel metering system, it usually
results in either a rich or lean exhaust and causes the control
module to change the fuel calculation (injector pulse width).
The change made to the fuel calculation is indicated by a
change in the short term and long term fuel trim values, which
can be monitored by a Tech 1 scan tool. Average short term and
long term values will be around 128, but vary slightly from
engine to engine.
If both the short term and long term fuel trim values are
fixed well above 128, refer to DTC 44 for items which can
cause a lean system.
• A momentary rich condition (system in control) will
appear on Tech 1 scan tool as:
Short term fuel trim value less than 128 (reducing
fuel).
Long term fuel trim value around 128.
• A long term rich condition (system in control) will
appear on Tech 1 scan tool as:
Short term fuel trim value around 128.
Long term fuel trim value less than 128 (reduced fuel).
• A long term rich condition (system out of control) will
appear on Tech 1 scan tool as:
Short term fuel trim value much less than 128
(reducing fuel).
Long term fuel trim value much less than 128
(reduced fuel).
If the short term and long term fuel trim values are fixed
well below 128, refer to DTC 45 for items which can cause the
system to run rich. If a driveability symptom exists, refer to the
particular symptom in SECTION 2 for additional items to
check.
Fuel Injectors
Testing the fuel injector circuit is in CHART A-3 and
additional diagnosis in CHART A-4, SECTION 3A or 3B.
A fuel injector which does not open may cause a no-start
condition. An injector which is stuck partly open, could cause
loss of pressure after sitting, so long crank times would be
noticed on some engines. Also, dieseling could occur because
some fuel could be delivered to the engine after the key is
turned “OFF.”
Pressure Regulator Throttle Position (TP) Sensor

Testing the pressure regulator circuit is in CHART A-3, Refer to SECTION 3A or 3B.
SECTION 3A or 3B.
If the pressure regulator in the TBI supplies pressure which Driveability Symptoms
is too low (below 62 kPa or 9 psi), poor performance could
result. If the pressure is too high, excess emissions and Refer to SECTION 2 for additional fuel control diagnosis.
unpleasant exhaust odor may result.
FUEL PUMP
Idle Air Control (IAC)
Refer to CHART A-3 in SECTION 3A or 3B.
The diagnosis of idle air control can be found in this An inoperative fuel pump would cause a no start condition.
section. A fuel pump which does not provide enough pressure can result
If the IAC valve is disconnected or connected with the in poor performance. (Refer to “Fuel System Pressure Test”
engine running, the idle RPM may be wrong. In this case, the procedure in this section.)
IAC valve may be reset by disconnecting negative battery cable
for 10 seconds, reconnect battery, then key “ON,” engine Fuel Pump Relay
“O F F ’ for 5 seconds. Key “O F F ’ for 10 seconds.
The IAC valve affects only the idle characteristics of the Refer to CHART A-5 in SECTION 3A or 3B.
engine. If it is open fully, too much air will be allowed to the An inoperative fuel pump relay can result in long cranking
manifold and idle speed will be high. If it is stuck closed, too times, particularly if the engine is cold. The oil pressure switch
little air will be allowed in the manifold, and idle speed will be will turn “ON” the fuel pump as soon as oil pressure reaches
too low. If it is stuck part way open, the idle may be rough, and about 28 kPa (4 psi).
will not respond to engine load changes.
The minimum idle speed is set at the factory with a stop Oil Pressure Switch
screw. The stop screw should not be adjusted.
Vacuum leaks will cause the IAC valve pintle to be Refer to CHART A-5 in SECTION 3A or 3B.
“stepped” closer to the seat or to be closed against its seat in an
attempt to maintain controlled idle speed.
EVAPORATIVE EMISSION (EVAP)
CONTROL SYSTEM
Refer to SECTION 5.
BLANK
 b n a"
AIR
FLOW o o CONTROL
o o MODULE
IAC CONNECTOR

!■ 1747 LT BLU/WHT " IAC COIL “A” HIGH

-1748 LT BLU/BLK---- IAC COIL “A” LOW

1749 LT GRN/WHT--- IAC COIL “B” HIGH

“ 444 LT GRN/BLK---- IAC COIL“B” LOW

3 -2 5 -9 4
r * REFER TO CONTROL MODULE WIRING DIAGRAMS, (SECTION 3) 8S3997-6E

IDLE AIR CONTROL (IAC) SYSTEM CHECK

Circuit Description:
The control module controls engine idle speed with the IAC valve. To increase idle speed, the control module retracts the IAC
valve pintle away from it’s seat, allowing more air to pass by the throttle bore. To decrease idle speed, it extends the IAC valve
pintle towards it’s seat, reducing bypass air flow. A Tech 1 scan tool will read the control module commands to the IAC valve in
counts. Higher the counts indicate more air bypass (higher idle). The lower the counts indicate less air is allowed to bypass (lower
idle).

Chart Test Description: Number(s) below refer to
circled number(s) on the diagnostic chart.
1. The IAC tester is used to extend and retract the IAC valve.
Valve movement is verified by an engine speed change. If
no change in engine speed occurs, the valve can be retested
when removed from the throttle body.
2. This step checks the quality of the IAC movement in
Step 1. Between 700 RPM and about 1500 RPM the
engine speed should change smoothly with each flash of
the tester light in both extend and retract. If the IAC valve
is retracted beyond the control range (about 1500 RPM), it
may take many flashes in the extend position before engine
speed will begin to drop. This is normal on certain
engines, fully extending IAC may cause engine stall. This
may be normal.
3. Steps 1 and 2 verified proper IAC valve operation while
this step checks the IAC circuits. Each lamp on the node
light should flash red and green while the IAC valve is
cycled. While the sequence of color is not important if
either light is “OFF” or does not flash red and green, check
the circuits for faults beginning with poor terminal
contacts.
IAC VALVE RESET PROCEDURE
• Disconnect battery cable at battery for 10 seconds then
reconnect cable.
• Ignition “ON,” engine “OFF” for 5 seconds.
• Ignition “O F F ’ for 10 seconds.
Diagnostic Aids: A slow, unstable, or fast idle may be
caused by a non-IAC system problem that cannot be overcome
by the IAC valve. Out of control range, IAC Tech 1 scan tool
counts will be above 60 if idle is too low, and zero counts if idle
is too high. The following checks should be made to repair a
non-IAC system problem.
• Vacuum Leak (High Idle) - If idle is too high, stop the
engine. Fully extend (low) IAC with tester.
Start engine. If idle speed is above 800 RPM, locate and
correct vacuum leak including crankcase ventilation
system. Also, check for binding of throttle blade or
linkage.
• System too rich (Low Air/Fuel Ratio) - The idle speed will
be too low. Tech 1 scan tool IAC counts will usually be
above 80. System is obviously rich and may exhibit black
smoke in exhaust.
Tech 1 scan tool 0 2 voltage will be fixed above 800 mV
(.8 volt).
Check for high fuel pressure, leaking or sticking injector.
Silicone contaminated 02 S scan voltage will be slow to
respond.
• Throttle body - Remove IAC valve and inspect bore for
foreign material.
• IAC Valve Electrical Connections - IAC valve connections
should be carefully checked for proper contact.
• Crankcase Ventilation Valve - An incorrect or faulty
crankcase ventilation valve may result in an incorrect idle
speed.
Refer to “Rough, Unstable, Incorrect Idle or Stalling” in
SECTION 2.
• A/C Compressor - Refer to A/C diagnosis if circuit is
shorted to ground. If the relay is faulty, an idle problem
may exist.
Refer to “Rough, Unstable, Incorrect Idle or Stalling,” in
SECTION 2.
• If intermittent poor drivability or idle symptoms are
resolved by disconnecting the IAC, carefully recheck
connections, valve terminal resistance or replace IAC.
 IDLE AIR CONTROL (IAC) SYSTEM CHECK
| 9 |Important
BEFORE CLEARING DTC(s) USE SCAN TOOL TO
RECORD FREEZE FRAME AND FAILURE RECORDS
FOR REFERENCE, A S DATA WILL BE LOST WHEN
“CLEAR INFO” FUNCTION IS USED.
 MANIFOLD
VACUUM THROTTLE
BODY
INLET

IDLE SPEED
CONTROL
ACTUATOR
SOLENOID THROTTLE
SHAFT

OUTLET

IDLE SPEED
CONTROL
ACTUATOR

PS 16502

IDLE SPEED CONTROL ACTUATOR CHECK

(Page 1 of 2)
Circuit Description:
The idle speed control actuator system assists the idle air control system in controlling the idle speed, primarily at cold
temperatures. The idle speed control actuator is a vacuum operated device which opens the throttle slightly (2 to 3 degrees of angle)
to increase the cold engine idle speed, to improve the mixing of the air and fuel, and to allow lower warmed up engine idle speeds.
The idle speed control actuator is controlled by the idle speed control actuator solenoid, which is controlled by the control module.
To increase the idle speed, the solenoid is turned “OFF,” and no vacuum is routed to the idle speed control actuator, allowing it to
open the throttle slightly. To decrease the idle speed, the solenoid is turned “ON,” and vacuum is routed through the solenoid to the
idle speed control actuator, allowing the throttle to fully close.
In conjunction with the idle speed control actuator system, the idle air control system continuously monitors and controls the
engine idle speed to the desired idle speed. A Tech 1 scan tool will read the control module commands to the idle speed control
actuator system.

Chart Test Description: Number(s) below refer to
circled number(s) on the diagnostic charts.
1. Checks to see if a vacuum source is present.
2. Checks to see if idle speed control actuator solenoid is
commanded “ON.”
3. Checks for power to the solenoid, the ground circuit, the
connections at the idle speed control actuator solenoid and
the solenoid itself.
Diagnostic Aids: Check all connections. If OK, refer to
“Intermittents” in SECTION 2.
IAC valve reset procedure:
• Disconnect battery terminal for 10 seconds, then
reconnect terminal.
• Ignition “ON,” engine “OFF” for 5 seconds,
• Ignition “O F F ’ for 10 seconds.
 BEFORE PERFORMING THIS CHECK, THERE SHOULD IDLE SPEED CONTROL
BE NO DTCs DISPLAYED, IDLE AIR CONTROL HAS BEEN
CHECKED AND IGNITION TIMING CORRECT. ACTUATOR CHECK
ENGINE IDLING AT NORMAL OPERATING TEMPERATURE (Page 1 of 2)
85°C (185°F).
CHECK PARK/NEUTRAL OPERATION.
QUICKLY OPEN THROTTLE ABOVE 50% THEN RELEASE.
IS IDLE SPEED CONTROL ACTUATOR DISENGAGED
FROM THROTTLE SHAFT?

YES NO
HZ =c
IGNITION “ON,” ENGINE “OFF.” • REMOVE VACUUM HOSE AT IDLE SPEED
o WITH TECH 1 COMMAND IAC TO 0 COUNTS. CONTROL ACTUATOR.
DISCONNECT IAC VALVE ELECTRICAL • INSTALL VACUUM PUMP (J 23738-A) TO HOSE.
CONNECTOR. IS VACUUM PRESENT?
START ENGINE, ALLOW ENGINE RPM TO STABILIZE.
IS RPM AT 625 ± 25 RPM IN PARK/NEUTRAL?
NO YES
r
r REFER TO “IDLE SPEED"! REPLACE IDLE
CONTROL ACTUATOR SPEED CONTROL
[_CHECj<(2_OF2).’J______ | ACTUATOR.

1
YES NO
m X
COMMAND IDLE SPEED CONTROL REFER TO “MINIMUM IDLE SPEED
© ACTUATOR “ON” WITH SCAN TOOL. ADJUST PROCEDURE” IN
DOES SOLENOID ENGAGE? SECTION 4A.

YES NO
=E= I
DOES RPM GO TO 1300 ± 50 RPM? DISCONNECT IDLE SPEED CONTROL ACTUATOR
© SOLENOID HARNESS CONNECTOR.
DOES SOLENOID ENGAGE?

YES NO YES NO
nz
• NO PROBLEM FOUND. ADJUST IDLE IGNITION “OFF.” FAULTY IDLE
• TURN IGNITION “OFF.” SPEED CONTROL DISCONNECT CONTROL SPEED CONTROL
• RECONNECT IAC VALVE ACTUATOR TO MODULE HARNESS ACTUATOR
ELECTRICAL CONNECTOR. WITHIN CONNECTOR “E-F”. SOLENOID.
• REFER TO “IAC RESET SPECIFICATION. WITH TEST LIGHT CONNECTED
PROCEDURE” IN REFER TO “IDLE TO B+, PROBE IDLE SPEED
“DIAGNOSTIC AID S” ON SPEED CONTROL CONTROL ACTUATOR
FACING PAGE. ACTUATOR CONTROL CIRCUIT AT
ADJUSTMENT CONTROL MODULE HARNESS
PROCEDURE.” CONNECTOR TERMINAL.

TEST LIGHT “ON. TEST LIGHT “OFF.”

■ T
REPAIR SHORT TO GROUND FAULTY CONTROL
ON IDLE SPEED CONTROL MODULE.
ACTUATOR CONTROL
CIRCUIT
5-23-94
PS 16776
 IDLE SPEED CONTROL ACTUATOR MANIFOLD VACUUM

IDLE SPEED
CONTROL PCM
ACTUATOR
SOLENOID
(N.C.)

ENG-I
TO
IGNITION 539 PNK---
SWITCH 20A

5-25-94
PS 16777

IDLE SPEED CONTROL ACTUATOR CHECK

(Page 2 of 2)
Circuit Description:
The idle speed control actuator system assists the idle air control system in controlling the idle speed, primarily at cold
temperatures. The idle speed control actuator is a vacuum operated device which opens the throttle slightly (2 to 3 degrees of angle)
to increase the cold engine idle speed, to improve the mixing of the air and fuel, and to allow lower warmed up engine idle speeds.
The idle speed control actuator is controlled by the idle speed control actuator solenoid, which is controlled by the control module.
To increase the idle speed, the solenoid is turned “OFF,” and no vacuum is routed to the idle speed control actuator, allowing it to
open the throttle slightly. To decrease the idle speed, the solenoid is turned “ON,” and vacuum is routed through the solenoid to the
idle speed control actuator, allowing the throttle to fully close.
In conjunction with the idle speed control actuator system, the idle air control system continuously monitors and controls the
engine idle speed to the desired idle speed. A Tech 1 scan tool will read the control module commands to the idle speed control
actuator system.

Chart Test Description: Number(s) below refer to
circled number(s) on the diagnostic charts.
4. Checks to see cause of no vacuum source.
5. Checks idle speed control solenoid and connections.
6. Checks for open or grounded ignition feed circuit.
7. Checks for open idle speed actuator control circuit or
faulty control module.
Diagnostic Aids: Check all connections. If OK, refer to
“Intermittents ” in SECTION 2.
IAC valve reset procedure:
• Disconnect battery terminal for 10 seconds, then
reconnect terminal.
• Ignition “ON,” engine “OFF” for 5 seconds.
 IDLE SPEED CONTROL
ACTUATOR CHECK
(Page 2 of 2)

5-13-94
PS 16778
 ON-VEHICLE SERVICE
CAUTION: An eight digit part identification number is stamped on the
• To prevent personal injury or damage throttle body (Figure 4A-7). Refer to this number if servicing
to the vehicle as the result of an or part replacement is required.
Refer to the disassembled views (Figure 4A-6) for
accidental start, disconnect the negative
identification of parts during repair procedures. Service repair
battery cable before and reconnect after of individual components is performed without removing the
service is performed (except for those TBI unit from the engine. If removed, it is essential that care is
tests where battery voltage is required). taken to prevent damage to the throttle valve or sealing surface
• To minimize the risk of fire, and while performing any service.
personal injury, disconnect negative When disconnecting the fuel lines, be sure to use a backup
wrench (J 29698-B, or BT-8251-A, or equivalent) to keep the
battery cable and relieve the fuel system
TBI nuts from turning.
pressure (where applicable) before
servicing the fuel system. (Refer to “Fuel Fuel Pressure Relief Procedure
Pressure Relief Procedure,” below.)
• Also, catch any fuel that leaks out A constant bleed feature in the pressure regulator relieves
when disconnecting the fuel lines by pressure when engine is turned “OFF.”
covering the fittings with a shop cloth. 1. Disconnect negative battery terminal to avoid possible fuel
discharge if an accidental attempt is made to start the
Place the cloth in an approved container
engine.
when work is complete. 2. Loosen fuel filler cap to relieve tank vapor pressure.
3. The internal constant bleed feature of TBI relieves fuel
The following is general information required when pump system pressure when the engine is turned “OFF.”
working on the fuel system: Therefore, no further pressure relief procedure is required.
• Always keep a dry chemical (Class B) fire
extinguisher near the work area.
Fuel System Pressure Test
• Fuel pipe fittings require new O-rings when
assembling.
A fuel system pressure test is part of several of the
• All fuel pipe must meet the GM Specification 124-M,
diagnostic charts and symptom checks. To perform this test,
or its equivalent.
follow this procedure:
• All fuel hose must meet GM Specification 6163-M or
1. Turn engine “OFF” and relieve fuel pressure
its equivalent.
following above procedure.
• Do not replace fuel pipe with fuel hose.
2. Disconnect negative battery cable.
• Always allow fuel pressure to bleed off before
3. Install fuel pressure gage (J 29658) on outlet side of
servicing any fuel system components.
fuel filter.
• Do not do any repairs on the fuel system until you
4. Tighten gage in line to ensure no leaks occur during
have read the instructions and checked the pictures
testing.
relating to that repair.
5. Connect negative battery terminal.
• Observe all “NOTICES” and “CAUTIONS.”
6. Start engine and observe fuel pressure reading. It
All gasoline engines are designed to use only unleaded
should be 62-90 kPa (9-13 psi) on 4.3L, 5.0L and 5.7L
gasoline to maintain proper emission control system operation.
engines. On 7.4L engines the fuel pressure should be
Its use will also minimize spark plug fouling and extend engine
179 to 220 kPa (26 to 32 psi). If not, refer to
oil life. Using leaded gasoline can damage the emission control
CHARTA-6, SECTION 3A or 3B.
system and could result in loss of emission warranty coverage.
7. Disconnect negative battery cable.
All vehicles covered in the manual are equipped with and
8. Remove fuel pressure gage.
Evaporative Emission (EVAP) control system. The purpose of
9. Install new O-ring on fuel feed line.
the system is to minimize the escape of fuel vapors to the
10. Reinstall fuel line.
atmosphere. Information on this system will be found in
11. Reconnect negative battery terminal.
SECTION 5.
12. Start engine and check for fuel leaks.
SERVICE INFORMATION
The TBI unit repair procedures cover component
replacement with the unit on the vehicle. The throttle body
replacement requires that the complete unit be removed from
the engine.
« REGULATOR ASSEMBLY -
1 FUEL PRESSURE
COVER ASSEMBLY -
FUEL METER
SCREW - FUEL METER COVER
ATTACHING - LONG
SCREW - FUEL METER COVER
ATTACHING - SHORT
GASKET - FUEL METER COVER

O-RING - FUEL INJECTOR UPPER

INJECTOR ASSEMBLY - TBI FUEL

8 FILTER-FUEL INJECTOR INLET

9 O-RING-FUEL INJECTOR LOWER

10 BODY ASSEMBLY-FUEL METER

«a GASKET - THROTTLE BODY TO
FUEL METER BODY
12 GASKET-FUEL OUTLET NUT

13 NUT-FUEL OUTLET

14 O-RINQ - FUEL RETURN PIPE

SCREW -ISC ACTUATOR
15 ASSEMBLY ATTACHING
, ACTUATOR ASSEMBLY -
16 IDLE SPEED CONTROL (ISC)
17 BODY ASSEMBLY - THROTTLE

18 SENSOR - THROTTLE
POSITION (TP)
19 SCREW-TP SENSOR ATTACHING

20 SEAL-TP SENSOR
VALVE ASSEMBLY -
21 IDLE AIR CONTROL (IAC)
THREAD MOUNTED
22 GASKET - IAC VALVE

23 SCREW - IAC VALVE ATTACHING

VALVE ASSEMBLY -
24 IDLE AIR CONTROL (IAC) -
FLANGE MOUNTED
25 O-RING-IAC VALVE

26 O-RING - FUEL FEED PIPE

27 NUT-FUEL INLET

28 GASKET-FUEL INLET NUT

2Q SCREW - FUEL METER BODY TO

THROTTLE BODY ATTACHING
30 GASKET - FUEL METER OUTLET

5-4-94
LP 0171-XV
 £9 Clean and Inspect
All TBI component parts, with the exception of those
noted below, should be cleaned in a cold immersion
cleaner such as GMX-55 or equivalent.

NOTICE: The Throttle Position (TP) sensor, Idle Air

Control (IAC) valve, pressure regulator diaphragm
assembly, fuel injectors or other components containing
rubber, should NOT be placed in a solvent or cleaner bath.
A chemical reaction will cause these parts to swell, harden
TBI Unit Replacement
or distort. Do Not soak the throttle body with the above
Figure 4A-8
parts attached. If the throttle body assembly requires
cleaning, soak time in the cleaner should be kept to a
minimum. Some models have hidden throttle shaft dust Remove or Disconnect
seals that could lose their effectiveness by extended 1. Air cleaner and adapter.
soaking. 2. Electrical connectors for idle air control valve, throttle
position sensor, and fuel injectors. (Squeeze plastic tabs on
1. Clean all metal parts thoroughly and blow dry with shop injectors and pull straight up.)
air. Be sure that all fuel and air passages are free of dirt or 3. Grommet with wires from throttle body.
burrs. 4. Throttle linkage, return spring(s), and cruise control
2. Inspect mating casting surfaces for damage that could (wherever applicable).
affect gasket sealing. 5. Vacuum hoses, noting positions of hoses.
6. Inlet and outlet fuel line nuts, using back-up wrench
Thread-Locking Compound J 29698-B or BT-8251-A.

Service repair kits are supplied with a small vial of CAUTION: Refer to “Fuel Pressure
thread-locking compound with directions for use. If material is Relief Procedure” (above), before
not available, use Loctite 262 or equivalent. disconnecting fuel lines.
NOTICE: In precoating screws, do not use a higher 7. Fuel line O-rings from nuts and discard.
strength locking compound than recommended, since to do 8. TBI mounting hardware.
so could make removing the screw extremely difficult, or 9. TBI unit from intake manifold.
result in damaging the screw head.
NOTICE: To prevent damage to the throttle valve, it
is essential that the unit be placed on a holding fixture,
before performing service.

10. TBI flange (manifold mounting) gasket.

 1 IDLE STOP SCREW ASS EMBLY 6-9-94
« FUEL METER COVER ATTACHING SCREW 2 IDLE STOP SCREW PLUG 8P 0920-AS
1 ASSEMBLY - LONG
2 FUEL METER COVER ATTACHING SCREW Figure 4A-10 - Removing Stop Screw Plug (7.4L)
ASSEMBLY - SHORT
3 FUEL METER COVER GASKET 9. Check to see if accelerator pedal is free, by depressing
4 FUEL METER BODY ASSEMBLY pedal to the floor and releasing, while engine is “OFF.”
5 THROTTLE BODY ASSEMBLY 10. With engine “OFF,” and ignition “ON,” check for leaks
around fuel line nuts.
6 FUEL METER OUTLET GASKET
11. Air cleaner and adapter.
7 PRESSURE REGULATOR SEAL 12. Start engine and check again for fuel leaks.
8 FUEL METER COVER ASSEMBLY
8P 0924-AS Controlled Idle Speed Check
Figure 4A-9 - Replacine Fuel Meter Cover
Before performing this check, there should be no DTC(s)
NOTICE: Stuff the manifold opening with a rag, to displayed, idle air control system has been checked and ignition
prevent material from entering the engine, and remove the timing correct.
old gasket material from surface of intake manifold. 1. Set parking brake and block drive wheels.
2. Connect a Tech 1 scan tool to the DLC connector with tool
Inspect in open mode.
d 3. Start engine and bring it to normal operating temperature.
Manifold bore for loose parts and foreign material. 4. Check for correct state of PRNDL position (R-D-L) switch
Intake manifold sealing surface for cleanliness. on Tech 1 scan tool.
5. Check specifications chart at the end of SECTION 4 for
Install or Connect controlled idle speed and IAC valve pintle position
(counts).
i. New TBI flange (manifold mounting) gasket.
6. If within specifications, the idle speed is being correctly
2. TBI with mounting hardware.
controlled by the control module.
7. If not within specifications, refer to “Rough, Unstable or
^ Tighten Incorrect Idle, Stalling” in SECTION 2.
• Hardware on TBI engines, 16.0 N m (12.0 lb. ft.).
3. New O-rings on fuel line nuts. Minimum Idle Speed Check (7.4L Only)
4. Fuel line inlet and outlet nuts by hand.
l. Check controlled idle speed and perform idle speed control
Tighten system check first.
• Fuel line nut to 26.0 N m (20.0 lb. ft). (Use back-up 2. Set parking brake and block drive wheels.
wrench J 29698-B or BT-8251-A to prevent TBI nuts 3. Start engine and bring it to normal operating temperature
from turning.) (85°C-100°C). Turn engine “OFF.”
5. Vacuum hoses and bracket. 4. Remove air cleaner, adapter and gaskets. Check that the
6. Throttle linkage, return spring(s), and cruise control throttle lever is not being bound by the throttle or cruise
(wherever applicable). control cables.
Grommet, with wire harness, to throttle body. 5. With IAC valve connected, Connect Tech 1 and command
Electrical connectors, making sure connectors are fully IAC counts to 0.
seated and latched.
6. With ignition “ON,” engine stopped, disconnect IAC valve
electrical connector. (This disables IAC valve in seated
position.) Care should be taken to pull the connector
straight out so that the moment of electrical disconnect is
the same for all the pins. Otherwise the pintle may move as
the connector is removed.
7. Start engine. With transmission in neutral, allow engine
RPM to stabilize. Make sure that the ISC actuator is not
contacting the throttle lever. If so refer to “IAC Actuator
System Check.”
8. Check RPM against specifications at the end of SECTION
4. Disregard IAC counts on Tech 1 scan tool with the IAC
disconnected. If the engine has less than 500 miles or is
checked at altitudes above 1500 feet, the idle RPM with a
seated IAC valve should be lower than values above.
9. If the minimum idle speed is within specifications, no
further check is required.
10. If the minimum idle speed is not within specifications,
perform the following procedures:
11. If present, remove stop screw plug by piercing it with an 1 FUEL INJECTOR ASSEMBLY
awl, then applying leverage (see Figure 4A-10). The screw 2 FUEL INJECTOR INLET FILTER
is covered to discourage unauthorized adjustments. 3 FUEL INJECTOR LOWER "O " RING
12. With engine at normal operating temperature (85°-100°C),
4 FUEL INJECTOR UPPER "O " RING
adjust stop screw to obtain nominal RPM per
specifications with seated IAC valve. 5 FUEL METER BODY ASSEMBLY
13. Turn ignition “OFF” and reconnect IAC valve electrical 6-10-94
6 THROTTLE BODY ASSEMBLY M P 1200 AS
connector.
14. Disconnect Tech 1 scan tool or tachometer. Figure 4A-11 - Fuel Injector Parts
15. Use silicon sealant or equivalent to cover stop screw hole.
16. Install air cleaner and adapter.
17. Reset IAC valve. Refer to “Idle Air Control (IAC) System
Check.”

TBI COMPONENT SERVICE FUEL METER

COVER ASSEM BLY
Figure 4A-9
The fuel meter cover assembly contains the fuel pressure
regulator assembly. The regulator has been adjusted at the
factory and should only be serviced as a complete preset
assembly.

CAUTION: DO NOT remove the four

screws securing the pressure regulator 1 FUEL METER COVER GASKET
to the fuel meter cover. The fuel 2 REMOVING FUEL INJECTOR
5S1697-6E
pressure regulator includes a large
spring under heavy compression which, Figure 4A-12 - Removing Fuel Injector
if accidentally released, could cause
personal injury. Disassembly might also Remove or Disconnect
result in a fuel leak between the 1. Electrical connectors to fuel injectors. (Squeeze plastic
diaphragm and the regulator container. tabs and pull straight up.)
2. Long and short fuel meter cover screw assemblies.
 1% Inspect
• For dirt, foreign material and casting warpage.

|+»| Install or Connect

1. New pressure regulator seal, fuel meter outlet passage
gasket, and cover gasket.
2. Fuel meter cover assembly.
3. Attaching screw assemblies, precoated with appropriate
locking compound to threads. (Short screws are next to
injectors.)

^ Tighten
• Screw assemblies to 3.0 N m (28.0 lb. in.).
1 INJECTOR ASSEMBLY - (TOP VIEW) TBI FUEL
Electrical connectors to fuel injectors.
A PART IDENTIFICATION NUMBER With engine “OFF,” and ignition “ON,” check for leaks
around gasket and fuel line couplings.
B VENDOR IDENTIFICATION

C BUILD DATE CODE FUEL INJECTOR ASSEM BLY

D YEAR Figures 4A-11 through 4A-14
E DAY NOTICE: Use care in removing the fuel injectors to
F MONTH
prevent damage to the electrical connector terminals, the
1 - 9 (JAN - SEPT) 6-9-94 injector filter, and the fuel nozzle. The fuel injector
O, Nf D (OCT, NOV, DEC) (Figure 4A-11) is serviced as a complete assembly only.
9 P 1071-AS
Also, since the injectors are electrical components, they
Figure 4A-13 - Fuel Injector Part Number Location should not be immersed in any type of liquid solvent or
cleaner as damage may occur.

|++| Remove or Disconnect

1. Electrical connectors to fuel injectors (Squeeze plastic
tabs and pull straight up.)
2. Fuel meter cover assembly, following above procedure.
3. With fuel meter cover gasket in place to prevent damage to
casting, use a screwdriver and fulcrum to carefully lift out
each injector (Figure 4A-11).
4. Lower (small) O-rings from nozzle of injectors and
discard.
5. Fuel meter cover gasket and discard.
6 . Upper (large) O-rings and steel backup washers from top
of fuel injector cavity and discard.

& Inspect
Fuel injector filter for evidence of dirt and contamination.
If present, check for presence of dirt in fuel lines and fuel
3. Fuel meter cover assembly. tank.

NOTICE: DO NOT immerse the fuel meter cover

(with pressure regulator) in cleaner, as damage to the
9 Important
regulator diaphragm and gasket could occur. Be sure to replace the injector with one having an identical
part number. Injectors from other models can also fit in
4. Fuel meter outlet gasket and pressure regulator seal. TBI model 220, but are calibrated for different flow rates.
Discard gaskets and seal. (Refer to Figure 4A-13 for part number location.)
0
1.
Install or Connect
Lubricate new lower (small) O-rings with automatic
transmission fluid and push on nozzle end of injector until
it presses against injector fuel filter.
2. Steel injector backup washer in counterbore of fuel meter
body.
3. Lubricate new upper (large) O-ring with automatic
transmission fluid and install directly over the backup
washer. Be sure O-ring is seated properly and is flush with
top of fuel meter body surface.

NOTICE: Backup washers and O-rings must be

installed before injectors, or improper seating of large
O-ring could cause fuel to leak.

4. Injector, aligning raised lug on each injector base with

notch in fuel meter body cavity. Push down on injector
until it is fully seated in fuel meter body (Figure 4A-14).
(Electrical terminals of injector should be parallel with
throttle shaft.)

Important
Be sure to install the injectors in their proper location.

5. Fuel meter cover gasket.

6. Fuel meter cover, following above procedure.
7. Electrical connectors to fuel injectors.
With engine “OFF” and ignition “ON,” check for fuel
leaks.

FUEL METER BODY ASSEM BLY

Figure 4A-15

+ + Remove or Disconnect
1. Electrical connections to fuel injectors. (Squeeze plastic
tabs and pull straight up.) |+»| Install or Connect
2. Fuel meter cover assembly (following above procedure).
1. New throttle body to fuel meter body gasket. Match
3. Fuel injectors, following above procedure.
cut-out portions in gasket with openings in throttle body.
4. Fuel inlet and return lines. Discard O-rings.
2. Fuel meter body assembly on throttle body assembly.
5. Fuel inlet and outlet nuts and gaskets from the fuel meter
3. Fuel meter body-to-throttle body attaching screw
body assembly. Discard gaskets.
assemblies, precoated with appropriate locking compound.

1I 9
• |
| Important ^ Tighten
• Note locations of nuts, for proper reassembly later.
• Screw assemblies to 4.0 N m (30.0 lb. in.).
Inlet nut has a larger passage than outlet nut.
4. Fuel inlet and outlet nuts with new gaskets to fuel meter
body assembly.
6. Fuel meter body to throttle body attaching screw
assemblies.
7. Fuel meter body assembly from throttle body assembly. Tighten
8. Throttle body to fuel meter body gasket and discard. m
Inlet nut to 40.0 N m (30.0 lb. ft.).
Outlet nut to 29.0 N m (21.0 lb. ft.).
5. Fuel inlet and return lines and new O-rings. (Use back-up
wrench J 29698-B or BT-8251-A to keep TBI nuts from
turning.)

• Fuel lines to 23 N m (17 lb. ft.).

6. Injectors, with new upper and lower O-rings in fuel meter
body assembly, coated with transmission fluid.
Fuel meter cover gasket, fuel meter outlet gasket, and
pressure regulator seal.
Fuel meter cover assembly.
Long and short fuel meter cover attaching screw
assemblies, coated with appropriate thread-locking 1 SENSOR
compound. 2 SCREW ASSEMBLY
3 SEAL
MP 1205-A S
^ Tighten
Figure 4A-16 - TP Configuration
• Screw assemblies to 3.0 N m (27.0 lb. in.).
10. Electrical connectors to fuel injectors.
11. With engine “OFF,” and ignition “ON,” check for leaks
around fuel meter body, gasket and around fuel line nuts.

THROTTLE POSITION (TP) SENSO R

Figure 4A-16

9 Important
Since TP configurations can be mounted interchangeably,
be sure to order the correct one for your engine with the
identical part number of the one being replaced.

A DISTANCE OF PINTLE EXTENSION

Remove or Disconnect
B DIAMETER AND SHAPE OF PINTLE
1. Electrical connector.
2. Two TP sensor attaching screw assemblies. C IAC VALVE GASKET
9P 1058-AS
3. TP sensor from throttle body assembly.
Figure 4A-17 - Thread-Mounted Type IAC Valve
NOTICE: The TP sensor is an electrical component • With ignition “ON” and engine stopped, TP sensor
and must not be soaked in any liquid cleaner or solvent, as
voltage should be less than .85 volt. If more than .85
damage may result.
volt, replace TP sensor.

E3Install or Connect
With throttle valve in normally closed position, install TP
IDLE AIR CONTROL (IAC) VALVE
Figures 4A-17 and 4A-1Q
sensor on throttle shaft and rotate counter clockwise to
align mounting hole. NOTICE: The IAC valve is an electrical component
2. TP sensor attaching screw assemblies, precoated with and must not be soaked in any liquid cleaner or solvent.
appropriate thread-locking compound. Otherwise damage could result.

Tighten 9 Important
m All IAC valves (except those on the 7.4L engine) are
Screw assemblies to 2.0 N m (18.0 lb. in.).
3. Electrical connector. thread-mounted and have a dual taper, 10 mm
4. Check for TP sensor output as follows: diameter, pintle. On the 7.4L engine, the IAC valve is
• Connect scan tool scanner to read TP sensor output flange-mounted and has a 12 mm diameter, dual taper
voltage. pintle.
 Any replacement of an IAC valve must have the correct
part number, with the appropriate pintle taper and diameter
for proper seating of the valve in the throttle body.

Remove or Disconnect
1. Electrical connector.
2. IAC valve.
• On thread-mounted units, use a 32 mm (1 - Vi") wrench
(Figure 4A-17).
• On flange-mounted units, remove screw assemblies
(Figure 4A-18).
1 IAC VALVE O-RING
3. IAC valve gasket or O-ring and discard.
2 IAC VALVE ATTACHING SCREW ASSEMBLY

^ 0 Clean A DISTANCE OF PINTLE EXTENSION

• Thread-mounted valve - Old gasket material from surface B DIAMETER OF PINTLE LP 1220-AS
of throttle body assembly to insure proper seal of new
Figure 4A-18 - Flange-Mounted Type IAC Valve
gasket.
• Flange-mounted valve - IAC valve surface on throttle body The control module then has a reset procedure to set the
to assure proper seal of new O-ring and contact of IAC correct pintle position. Proper idle regulation should
valve flange. result.

NOTICE: If the IAC valve was removed during

service, its operation may be tested electrically with the |++| Install or Connect
IAC system analyzer (J 37027 or BT- 8256K). However, if 1.
the valve pintle is extended electrically, it must also be
retracted electrically. Before installing an IAC valve,
measure the distance between the tip of the valve pintle
and the mounting surface. If the dimension is greater than
28 mm (1.10"), it must be reduced to prevent damage to
the valve. This may be done electrically using on IAC
system analyzer motor tester (J 37027 or BT-8256K).
Measure
2.
Figures 4A-17 and 4A-18 3.
• Distance between tip of IAC valve pintle and mounting
flange.
If greater than 28 mm, use finger pressure to slowly
retract the pintle. The force required to retract the IDLE SPEED CONTROL ACTUATOR
pintle of a new valve will not cause damage to the
valve.
B
1.
| 9 | Important 2.
• No physical adjustment of the IAC valve assembly is
required after installation. The IAC valve pintle is reset by
the control module system which causes the valve pintle to
seat in the throttle body.
El Install or Connect
1.
2.
3.
IAC valve into throttle body as follows:
• Thread-mounted valve - Install with new gasket.
• Flange-mounted valve - Install with new lubricated
O-ring, using attaching screw assemblies.
^ Tighten
• Thread-mounted IAC valve assembly to 18.0 N m
(13.0 lb. ft.) with 32 mm (1-Vi") wrench.
• Flange-mounted attaching screw assemblies to
3.2 N m (28.0 lb. in.).
Electrical connector to IAC valve.
Reset IAC valve pintle position:
• Remove battery cable for 10 seconds.
• Ignition “ON,” engine “OFF” for 5 seconds.
• Ignition “O FF’ for 10 seconds.
Remove or Disconnect
ISC actuator screws and vacuum hose.
ISC actuator.
ISC actuator and screws.
Vacuum hose.
Set activated idle speed. (Refer to procedure below.)
 I VIEW BI

ON-VEHICLE ISC ACTUATOR ADJUSTMENT

DIAPHRAGM LEAK CHECK/PLUNGER TRAVEL CHECK

NA 1362-A S
Figure 4A-19 - ISC Actuator Adjustment (7.4L Only)
IDLE SPEED CONTROL ACTUATOR Assemble
ADJUSTMENT PROCEDURE
• TP sensor and IAC valve onto replacement throttle body
assembly, according to previous instructions.
| 9 | Important
• Before adjusting ISC actuator you must first check
minimum idle speed to be within specifications in
SECTION 4. (ISC actuator must have vacuum applied so
El Install or Connect
1. New throttle body-to-fuel meter body gasket.
that it is not contacting throttle lever.) See Figure 4A-19 2. Fuel meter body assembly on throttle body assembly.
view “A”. 3. Fuel meter body-throttle attaching screw assemblies that
• Remove vacuum hose on ISC actuator on warm engine. have been coated with locking compound.
• Adjust ISC actuated idle speed to 1300 ± 50. (Refer to
Figure 4A-19 view “B”.) Tighten
• Install vacuum hose.
• Attaching screw assemblies to 4.0 N m (3.50 lb. in.).
4. TBI unit onto intake manifold, as previously described.
THROTTLE BODY ASSEM BLY
FUEL PUMP RELAY
Remove or Disconnect Figure 4A-20
B
1. TBI unit, as described previously.
2. Fuel meter body-to-throttle body attaching screw |++| Remove or Disconnect
assemblies.
1. Protective cover.
3. Fuel meter body assembly.
2. Retainer, if installed.
4. Throttle body-to-fuel meter body gasket and discard.
3. Electrical connector.

Disassemble
• TP sensor and IAC valve from old throttle body, according
to previous instructions for reuse on new throttle body.
 Relay by depressing bracket clip at rear of relay, or
1 BRAKE RELAY
2 HORN RELAY removing bolts from retaining bracket.
3 UNDERHOOD ELECTRICAL CENTER
4 FUEL PUMP RELAY
5 A/C RELAY
Install or Connect
6 AUXILIARY FAN RELAY 1. Relay.
7 BRACKET 2. Electrical connector.
6-2-94
RS 21461 3. Retainer.
4. Protective cover.
Figure 4A-20 - Fuel Pump Relay
OIL PRESSU RE SWITCH
Figures 4A-21 and 4A-22

|++| Remove or Disconnect

1. Electrical connector.
2. Oil pressure switch using wrench J 35748.

|++[ Install or Connect

1. Oil pressure switch.
2. Electrical connector.

PARTS INFORMATION
1 OIL PRESSURE/FUEL PUMP SWITCH ASSEMBLY
PART NAME GROUP
9S 7663-6E
Cover, w/Regulator, Fuel Meter:
Figure 4A-21 - Oil Pressure Switch
(4.3L, 5.0L & 5.7L) Part of Meter Kit, Fuel ........................................ 3.734
Injector, Fuel: Part of Pump,
Fuel (In-Tank).......................................................3.774
Relay, Fuel P u m p .........................................................3.990
Switch, Oil Press........................................................... .1.800
Throttle Body Injection U n i t ......................................3.725
Valve Asm, Idle Air Control: Part of
Control Kit, Idle Air V alve..................................3.820
Idle Speed Control Actuator ......................................3.440
Idle Speed Control Actuator
Solenoid ............................................................... 3.440
 SECTION 4E
FUEL SUPPLY SYSTEM
CONTENTS
General Description..................................4E-1
Fuel Supply System ............................... .4E-1
Fuel Pump O peration....... ................4E-1
Fuel F ilte r..................... ................... .4E-1
In-Line Filter.....................................4E-1
In-Tank Filte r.................................. .4E-1
Fuel and Vapor P ip e s ...........................4E-2
Fuel Tank ......................................... .4E-2
Filler Neck ..................................... .4E-2
Fuel Filler Cap ............................... .4E-2
Accelerator C ontrol.............................. .4E-2
Diagnosis ...............................................4E-3
Alcohol-ln-Fuel .....................................4E-3
Testing Procedure............................ .4E-3
Fuel Pump ........................................ .4E-3
Fuel Filter........................................4E-3
Fuel Pipes and H o s e s ..................... .4E-3
Fuel T a n k ........................................4E-3
Accelerator C ontrol.............................. .4E-3
On-Vehicle Service ..................................4E-4
GENERAL DESCRIPTION
FUEL SUPPLY SYSTEM In order to properly control the fuel supply, the fuel pump
Figure 4E-1
The fuel supply system consists of the following
components:
• Fuel pump.
• Fuel tank.
• Accelerator control components.
• Fuel lines.
• Fuel filter.
Fuel Pump Operation
The fuel supply system has an electric fuel pump, located
in the fuel tank on the gage sending unit. It pumps fuel to the
fuel injection unit through an in-line fuel filter and fuel supply
line. The pump provides fuel at a pressure above the regulated
pressure needed by the fuel injector(s).
A pressure regulator in the fuel injector unit keeps fuel
available to the injector at a constant pressure. Fuel in excess of
injector needs is returned to the fuel tank by a separate line.
Fuel pressure for a TBI 4.3L, 5.0L, 5.7L system is 62-90
kPa (9-13 psi). Fuel pressure for a 7.4L TBI system is 179-220
kPa (26-32 psi).
TBI Fuel Pressure Relief Procedure....... 4E-4
Fuel Pump ....................................... 4E-4
Fuel Filte r........... ............................. 4E-4
In-Line Filter Replacement................. 4E-4
In-Tank Filter Replacement ................ 4E-5
Fuel Hose and Pipe A sse m b lie s........... 4E-5
M aterials........................................ 4E-5
Fuel Line Repair ............................. 4E-5
Fuel Tank ......................................... 4E-5
Draining......................................... 4E-5
Replacement .................................. 4E-5
Purging ......................................... 4E-6
Fuel System C le a n in g.......................... 4E-7
In-Line Fuel Filter ........................... 4E-8
Leak T e s t ....................................... 4E-8
Accelerator C ontrol.............................. 4E-9
Accelerator Control Cable ................. 4E-9
Accelerator P e d a l............................. 4E-9
Parts Information .................................... 4E-9
is operated by the control module through the fuel pump relay
and oil pressure switch (refer to CHART A-5, SECTION 3A
or 3B).
FUEL FILTER
In-Line Filter
CAUTION: To reduce the risk of fire and
personal injury, it is necessary to allow
fuel pressure to bleed off before servicing
fuel system components. (Refer to “Fuel
System Pressure Relief Procedure” in the
section that applies to the fuel system
being serviced.)
The in-line filter is located in the fuel feed line. It prevents
dirt from entering the injection unit.
In-Tank Filter
A woven plastic filter is located on the lower end of the
fuel pickup tube in the fuel tank. The filter prevents dirt from
entering the fuel line and, also, stops water, unless the filter
becomes completely submerged in water.
 INJECTORS PRESSURE CONSTANT
INJECTORS REGULATOR BLEED

FLEXIBLE
HOSE

RETURN
LINE

FUEL PUMP
FEED HOSE
IN-TANK
PUMP
FUEL FILTER

PRESSURE
LINE

J 29658-D
FUEL PRESSURE FUEL PUMP
GAGE KIT STRAINER
PS 16521

4E-1 - Fuel Supply System ■ TBI

This filter is self-cleaning and normally requires no
maintenance. Fuel stoppage, at this point, indicates that the
fuel tank contains an abnormal amount of sediment or water;
the tank should, therefore, be thoroughly cleaned.
FUEL AND VAPOR PIPES
The fuel feed and return pipes and hoses extend from the
fuel pump and sender to the injector assembly unit and are
routed along the frame side member.
The vapor pipe and hoses extend from fuel pump and
sender unit to the Evaporative Emission (EVAP) control vapor
canister.
FUEL TANK
The fuel tank, at the rear of the underbody, is held in place
by two metal straps. Anti-squeak pieces are used on top of the
tank to reduce rattles.
Filler Neck
To help prevent refueling with leaded gasoline, the fuel
filler neck on a gasoline engine vehicles has a built-in restrictor
and deflector. The opening in the restrictor will only admit the
smaller unleaded gas nozzle spout, which must be fully inserted
to bypass the deflector.
Attempted refueling with a leaded gas nozzle, or failure to fully
insert the unleaded gas nozzle, will result in gasoline splashing
back out of the filler neck.
Fuel Filler Cap
The fuel tank filler neck is equipped with a screw-type cap.
The threaded part of the cap requires several turns
counterclockwise to remove. The long threaded area was
designed to allow any remaining fuel tank pressure to escape,
while the cap was being removed. A built-in torque-limiting
device prevents overtightening. To install, turn the cap
clockwise until a clicking noise is heard. This signals that the
correct torque has been reached and the cap is fully seated.
ACCELERATOR CONTROL
The accelerator control system is a control cable type,
attached at one end to an accelerator pedal assembly. On the
other end is the throttle blade.
 DIAGNOSIS
ALCOHOL-IN-FUEL FUEL PUMP
Alcohol-in-fuel can be detrimental to fuel system Refer to “Fuel System Diagnosis” in SECTION 3A or 3B.
components and may cause driveability problems such as An inoperative fuel pump would cause a no start condition.
hesitation, lack of power, stall no start, etc. A fuel pump which does not provide enough pressure can result
The problems may be due to fuel system corrosion and in poor performance. (Refer to CHART A-6, SECTION 3A or
subsequent fuel filter plugging, deterioration of rubber 3B for procedures.)
components and/or air fuel mixture leaning.
Various types and concentrations of alcohol are used in Fuel Filter
commercial fuel. Some alcohol is more detrimental to fuel
system components that others. If an excessive amount of The diagnosis of the fuel filter is covered in CHART A-6,
alcohol in the fuel is suspected as the cause of a driveability SECTION 3A or 3B.
condition, the following procedure may be used to detect the A plugged fuel filter may cause a restricted fuel delivery,
presence of alcohol in the fuel. In this procedure, water is used or a no start condition.
to extract the alcohol from the fuel.
Fuel Pipes and Hoses
Testing Procedure
The diagnosis of gasoline odor may be a condition of a
The fuel sample should be drawn from the bottom of the leaking fuel feed, or return pipe or hose. Fuel pipes that are
tank so that any water present in the tank will be detected. The pinched, plugged, or mis-routed may cause restricted fuel
sample should be bright and clear. If the sample appears delivery.
cloudy, or contaminated with water (as indicated by a water
layer at the bottom of the sample), this procedure should not be Fuel Tank
used and the fuel system should be cleaned (refer to “Fuel
System Cleaning”).
The diagnosis of gasoline odor may be a condition of
1. Using a 100 ml cylinder with 1 ml graduation marks, fill leaking fuel tank, filler neck, or filler cap.
with fuel to the 90 ml mark. A defective filler cap, a plugged or pinched vapor pipe can
2. Add 10 ml of water to bring the total fluid volume to cause a collapsed fuel tank.
100 ml and install a stopper. Loose mounting straps, or foreign material in tank, may be
3. Shake vigorously for 10 to 15 seconds. the cause of a rattle at the fuel tank.
4. Carefully loosen the stopper to release pressure.
5. Close the stopper and shake vigorously again for 10 to
15 seconds.
ACCELERATOR CONTROL
6. Put the graduated cylinder on a level surface for Check for correct cable routing, or binding, and correct as
approximately 5 minutes to allow adequate liquid necessary.
separation.
If alcohol is present in the fuel, the volume of the lower
layer (which would now contain both alcohol and water) will
be greater than 10 ml.
For example, if the volume of the lower layer is increased
to 15 ml, it will indicate at least 5 percent alcohol in fuel. The
actual amount of alcohol may be somewhat greater because this
procedure does not extract all of the alcohol from the fuel.
 ON-VEHICLE SERVICE
TBI FUEL P RESSU R E RELIEF PROCEDURE
Figure 4E-1
A constant bleed feature in the pressure regulator relieves
pressure when engine is turned “OFF.”
1. Disconnect negative battery terminal to avoid possible fuel
discharge if an accidental attempt is made to start the
engine.
2. Loosen fuel filler cap to relieve tank vapor pressure.
3. The internal constant bleed feature of TBI relieves fuel
pump system pressure when the engine is turned “OFF.”
Therefore, no further pressure relief procedure is required.

FUEL PUMP
Figure 4E-2

Remove or Disconnect
1. Relieve fuel system pressure. Refer to “Fuel System
Pressure Relief Procedure” in this section.
2. Negative battery cable.
3. Raise the vehicle on a hoist. 1 ELECTRICAL CONNECTOR
4. Fuel tank. 2 CAM
3 SEAL
5. Sender unit and pump by turning the cam lock
4 FUEL TANK
counterclockwise using tool J 36608 or J 24187.
5 FUEL PUMP
6. Fuel pump from the sending unit. 6 SENDER 7S 3789-6E
• Pull the fuel pump up into the attaching hose while
pulling outward from the bottom support. Figure 4E-2 - Fuel Pump
• Do not damage the rubber insulator or the strainer.
3. Cam lock assembly.
• Turn the cam lock clockwise to lock it.
«| Inspect
4. Fuel tank.
1. Fuel pump attaching hose for signs of deterioration. 5. Negative battery cable.
2. Rubber sound insulation at the bottom of the pump. 6. Check system for leaks.
3. Strainer.
FUEL FILTER
Install or Connect
1. Fuel pump assembly into the attaching hose. In-Line Filter Replacement
Figure 4E-3
NOTICE: Care should be taken not to fold over or
twist the strainer when installing the sending unit. This |»»| Remove or Disconnect
can restrict fuel flow. 1. Relieve fuel pressure according to procedure on this page.
2. Fuel filler cap.
2. Sending unit and fuel pump assembly into the fuel tank. 3. Fuel feed nuts.
• Insert new O-ring seal. 4. Clamp bolt.
5. Filter and clamp from fuel lines.
6. Clamp from filter.

E
1.
Install or Connect
Clamp to filter.
2. Filter and clamp to fuel lines.
3. Clamp bolt.
4. Fuel feed nuts.
 1 CUP
2 LEFT FRAME SIDE MEMBER
, FRONT FUEL FEED HOSE-TIGHTEN NUT TO
3 26 Nm (20 lb. ft.)
4 IN-LINE FUEL FILTER
c REAR FUEL FEED HOSE-TIGHTEN NUT TO
26 N m (20 lb. ft.) j q 3650-6E

Figure 4E-3 - Fuel Filter Figure 4E-4 - Filler Neck

5. Fuel filler cap. 3. Slide the hose clamps onto the pipe and push the hose 2"
6. Check for leaks. (51 mm) onto each portion of the fuel pipe. Tighten a
clamp on each side of the repair.
In-Tank Filter Replacement 4. Secure fuel line to the frame.
5. Check for leaks.
Refer to “Fuel Pump Replacement,” if the in-tank filter
required service. FUEL TANK

FUEL HOSE AND PIPE A SSEM B LIES Draining

Materials CAUTION: Gasoline or gasoline vapors

Fuel Lines - These are welded steel tubes, meeting GM
Specifications 124-M, or its equivalent. The fuel feed line is
3/8" diameter and the fuel return line is 5/16" diameter. Do
Not use copper or aluminum tubing to replace steel tubing.
Those materials do not have satisfactory durability to withstand
normal vehicle vibration.
Coupled hose - These are not to be repaired and are 1.
replaced only as an assembly. 2.
Uncoupled hose - Use only reinforced furl resistant hose,
made of “Fluoroelastomer” material. Do not use a hose within
4" (10 0 mm) of any part of the exhaust system, or within 10"
(254 mm) of the catalytic converter. The hose’s inside diameter
must match the outside diameter of the steel tubing. Replacement
Clamps - These are stainless steel, screw bank-type Figures 4E-5 through 4E-8
clamps, #2494772, or equivalent.
0 Remove or Disconnect
Fuel Line Repair 1.
2.
1. Cut a piece of fuel hose 4" (100 mm) longer than the
3.
section of line to be removed. If more than 6" (152 mm) is
4.
to be removed, use a combination of steel pipe and hose.
The hose length should not be more than 10" total.
5.
2. Cut a section of the pipe to be replaced with a tube cutter.
6.
Use the first step of a double flaring tool to form a bead on
the ends of the pipe and, also, on the new section of pipe, if
7.
used.
are highly flammable. If an ignition
source is present, a fire can occur. Never
drain or store gasoline in an open
container, due to the possibility of fire or
explosion. Have a dry chemical (Class B)
fire extinguisher nearby.
Disconnect the negative battery cable.
Use a hand operated pump device to remove fuel through
the filler neck (make sure to hook up static ground wire to a
metal part of gas tank before you begin if pump is
equipped).
Drain fuel from tank.
Raise vehicle.
Fuel tank off-road shield if equipped.
Loosen the filler neck hose clamp at the fuel tank and
disconnect the fuel tank filler neck from the fuel tank.
Support the fuel tank and remove the tank straps.
Lower the fuel tank and disconnect the fuel/vapor hoses
and the electrical connections at the sender.
Fuel sender and seal ring, using tool J 36608. Discard the
old seal ring. Purge tank, if being repaired.
 * + Install or Connect
1. New seal ring and reinstall sender using tool J 36608.
2. Raise tank slightly and reconnect the fuel/vapor hoses and
the electrical connections at the sender. Ensure the ground
strap is also reinstalled to the body.
3. Raise the tank fully and reinstall the fuel tank filler neck to
the tank. Tighten clamp.
Fuel tank brackets with insulator strips in place. Tighten
the strap nuts to 45 N m (33 lb. ft.).

NOTICE: The strap nuts must be

tightened by steps, alternating between
the four nuts until the specified torque is
reached. Otherwise, the bottom of the
tank will flex upward and the fuel gage
will indicate fuel remaining when the
tank “runs dry.”
5. Fuel tank off-road shield if equipped.
6 . Replenish fuel. Reinstall fuel tank filler cap.
7. Reconnect the negative battery cable. If a memory
retention device was not used, please reset (to the extent
possible) all devices that lost their memory after the battery
was disconnected.
Check for leaks.

Figure 4E-5 - Fuel Tank - Long Box

Bolts, as shown in the illustrations.

Purging

9 Important
• Gasoline mixed with water and water mixed with
emulsifying agent needs to be treated as a hazardous
material. The material needs to be handled in accordance
with all applicable local, state, and federal laws and
regulations.

The fuel tank should be purged, before being repaired.

Remove or Disconnect
1. Fuel tank from the vehicle.
2. Fuel gage sending and pump unit.
3. All remaining fuel from the tank.

[ffi Inspect
NUT - TIGHTEN TO 5 SHIELD
12 N m (101b. ft.) • Fuel tank for any remaining fuel.
BOLT - TIGHTEN TO 6 REAR STRAP
12 N m (101b. ft.)
BOLT - TIGHTEN TO [4 »| Install or Connect
7 FRONT STRAP
33 N-m (24 lb. ft.)
1. Tap water into the tank,
FUEL TANK 7S 3829-6E • Move the tank to the flushing area (wash rack).
 1 STRAP 4 SHIELD (OFF ROAD)
2 FUEL TANK 5 BOLT
3 SHIELD
PS 17327

Figure 4E-7 - Fuel Tanks - Suburban

• Agitate the water vigorously and then drain it. FUEL SYSTEM CLEANING
2. Gasoline emulsifying agent into the tank.
• Use an available emulsifying agent.
Remove or Disconnect
3. Water to the fuel tank.
• Refer to the emulsifying agent specifications for the Have a dry chemical (Class B) fire extinguisher near the
mixture ratio. work area.
• Agitate the mixture for ten minutes. 1. Disconnect negative battery cable.
• Drain the tank completely. 2. Relieve fuel system pressure, refer to “Fuel System
• Fill the tank with water, until it overflows. Pressure Relief’ in this section.
• Completely flush out any remaining mixture. 3. Drain fuel tank, refer to “Draining Fuel Tank” in this
• Drain the fuel tank. section.
• Use an explosion meter (if available) to check for a 4. Fuel tank, refer to “Fuel Tank Replacement” in this
negative reading. section.
• Perform the required service work. 5. Fuel sender assembly, refer to “Fuel Sender Assembly
4. Repair fuel tank. Replacement” in this section.
5. Fuel gage sending and pump unit.
6. Fuel tank onto vehicle. [S] Inspect
7. Check for leaks.
• Whenever the fuel tank is cleaned, the fuel pump
strainer must be inspected. If strainer is contaminated,
it must be replaced and the fuel pump must be
inspected.
 Figure 4E-8 - Fuel Tank - Yukon/Blazer
• Fuel pump inlet for dirt and debris. If found, fuel 4. Disconnect the fuel feed line at the front of the vehicle.
pump should be replaced. 5. Hose to the fuel feed line at the front of the vehicle and
6. Flush fuel tank with hot water. insert the end of the hose into a 3.8 liter (one gallon) fuel
7. Pour water out of fuel sender assembly opening (rock tank can.
to be sure that removal of water from tank is complete). 6. Negative battery cable.
7. Twenty three liters (six gallons) of clean fuel into the fuel
In-Line Fuel Filter tank.
8. Energize fuel pump relay, to operate the fuel pump, until
two liters (1/2 gallon) of fuel flows into the fuel can. This
Inspect will purge the fuel pump.
&
In-line fuel filter, for contamination. 9. Fuel line, at the front of the vehicle.
Replace the filter, if it is plugged. • Check all connections, for leaks, and tighten all hose
clamps.
Clean
Leak Test
• Fuel lines, by applying air pressure in the opposite
direction of fuel flow. If fuel is leaking, from the tank, the tank should be
replaced. Make sure that the fuel lines are not leaking onto the
Install or Connect tank.
1. New strainer (if necessary) on the fuel gage sending and 1. Remove the fuel tank.
pump unit. 2. Drain the tank.
3. Plug all of the outlets.
NOTICE: Care should be taken not to fold over or 4. Apply 7 to 10 kPa (1 to 1 1/2 psi) air pressure through the
twist the strainer, when installing the sending unit, as this vent tube.
will restrict fuel flow. 5. Test for leaks, with a soap solution, or by submersion.
6. Replace the tank, if a leak is found.
2. Fuel gage sender and pump unit, with a new seal into the
fuel tank.
3. Fuel tank.
ACCELERATOR CONTROL
Accelerator Control Cable
Figure 4E-9
There are no linkage adjustments. The control cable must
be replaced with an identical replacement part.
All linkages and cables must be checked, to assure free
movement, with no rubbing, chafing, or binding.
The accelerator must operate freely, without binding
between full closed and side open throttle.
Observe the following, when performing service on the
accelerator control cable.
• The retainer must be installed with the tangs secured over
the head of the stud.
• The conduit, fitting at both ends of the cable, must have the
locking tangs expanded and locked into the attaching
holes.
• The braided portion of the cable must not come into
contact with the front of dash sealer during replacement.
• Flexible components (hoses, wires, conduit, etc.) must not
be routed within 50 mm (2 " ) of the moving parts of the
accelerator linkage, unless routing is positively controlled.

E3Remove or Disconnect
1. Retainer from throttle lever stud.
2. Retainer locking tangs from support bracket. Figure 4E-9 - Accelerator Cable TBI
3. Retainer from accelerator pedal rod or release cable from
rod. • The mounting surface between the support and the dash
4. Retainer locking tanks from dash panel. panel, must be free of insulation. The carpet and padding
in the pedal and tunnel area must be positioned to lay flat
E3Install or Connect
1. Retainer to dash panel.
•
and be free of wrinkles and bunches.
Slip the accelerator control cable through the slot in the
rod, before installing the retainer in the rod. Make sure it is
2. Retainer to accelerator pedal rod or connect cable in rod
seated properly. Use care in pressing retainer into the hole,
slot.
so the cable if not kinked, or damaged.
3. Retainer to support bracket.
• The linkage must operate freely, without binding, between
4. Retainer to throttle lever stud or connect cable to pulley.
closed throttle and full throttle.
• Wire, hoses, cable, and other flexible components, must
Accelerator Pedal not be placed within 13 mm (0.52") of the cable or rod, at
Figure 4E-10 any point, in their travel.
The accelerator pedal controls the throttle, through a cable.
There are not linkage adjustment. The accelerator control cable PARTS INFORMATION
must be replaced with an identical replacement part.
All linkages and cables must be checked, to assure free PART NAME GROUP
movement with no rubbing, chafing, or binding. The
accelerator pedal must operate freely, without binding, between Filter, Fuel ......................................................................3.890
full closed and Wide Open Throttle (WOT). Tank, Fuel ......................................................................3.001
Observe the following, when performing service on the Shield, Fuel T an k ........ ...................................................3.015
accelerator pedal. Cable, Accelerator Control ...........................................3.430
Pedal, Accelerator ..........................................................3.451
 SECTION 5
EVAPORATIVE EMISSION (EVAP) CONTROL SYSTEM
CONTENTS
General Description................................... 5-1 EVAP Canister Purge Solenoid C h e c k ....... 5-4
P u r p o s e ............................................... 5-1 On-Vehicle Service .................................... 5-6
Operation............................................. 5-1 EVAP Canister.................... ..................5-6
EVAP Canister Purge Solenoid .............5-2 EVAP Canister Purge Solenoid................. 5-6
EVAP Canister Location .................. 5-2 EVAP Canister H o s e s .............................5-6
Diagnosis ................................................ 5-2 EVAP Pipe ........................................... 5-6
Results of Incorrect Operation ................. 5-2 EVAP Pipe R e p a ir.............................. 5-6
Visual Check of Vapor Canister................5-2 Fuel C a p ..............................................5-6
Parts Information .......................................5-6

GENERAL DESCRIPTION
PURPOSE
The Evaporative Emission (EVAP) control system limits
fuel vapors from escaping into the atmosphere. The EVAP
transfers fuel vapor from the sealed fuel tank to an activated
carbon (charcoal) storage device (vapor canister). The canister
will store the vapors until the engine is able to use the extra fuel
vapor.
When the engine is able to use the extra fuel vapor, the fuel
vapor is purged from the carbon element by intake air flow and
consumed in the normal combustion process.
The fuel tank is sealed with a fuel cap that is not normally
vented to the atmosphere. The fuel tank cap has a safety valve
which allows for both pressure and vacuum relief.

OPERATION
Fuel vapors from the fuel tank are purged and flow into the
vapor canister tube labeled “tank” and are absorbed by the
carbon. The EVAP canister (Figure 5-1) is purged when the
engine is able to use the extra fuel vapor. A vacuum source is
applied to the EVAP canister tube labeled “purge” to draw fresh
air through the top of the canister. The air mixes with the fuel
vapor and the mixture is drawn into the intake manifold to be
consumed in the normal combustion process.
While the EVAP canister is purging, fresh air is drawn in
through the air inlet at the top of the EVAP canister. Air flows
to the bottom of the EVAP canister and forces the vapors out the
“purge” tube.
EVAP Canister Purge Solenoid
The EVAP system in some applications uses an electrically
controlled solenoid to cycle the vacuum to the EVAP canister.
The control module cycles the solenoid when engine coolant
temperature is > 45°C or the short term fuel trim cell is less than
122 counts. In other applications a vacuum line from a port
vacuum source on the TBI unit works on a vacuum control
-valve - which cycles open and closed with port vacuum signal.
EVAP Canister Location: - The EVAP canister is
located in the forward part of the left front fender well next to
the radiator support. If more information is needed see
SECTION 1.

DIAGNOSIS
RESULTS OF INCORRECT OPERATION VISUAL CHECK OF VAPOR CANISTER
• Poor idle, stalling and poor driveability can be caused by: • Replace EVAP canister if cracked or damaged.
Damaged EVAP canister. • Replace EVAP canister if fuel is leaking from bottom and
Hoses split, cracked and or, not connected to the then check operation of the total system.
proper tubes.
• Evidence of fuel loss or fuel vapor odor can be caused by:
Liquid fuel leaking from fuel lines.
Cracked or damaged vapor canister.
Disconnected, misrouted, kinked, deteriorated or
damaged EVAP pipe, or EVAP canister hoses.
Air cleaner or air cleaner gasket improperly seated.
BLANK
 PCM

TO ENG-I EVAP
IGNITION CANISTER
SWITCH 539 PNK
PURGE 3 -
20A SOLENOID

6-1-94
PS 17603

EVAP CANISTER PURGE SOLENOID CHECK

Circuit Description:
12 volts is applied to CKT 539 at terminal “A” when the ignition key is turned “ON.” As the engine coolant temperature rises
during engine operation (<45°C - 113°F) or when short term fuel trim count is > 122, the control module will then ground CKT 428
at terminal “B”. The EVAP canister purge solenoid will then open the EVAP canister to purge the fuel, and direct it to the intake
manifold for normal combustion when it is needed.

Chart Test Description: Number(s) below refer to

circled number(s) on the diagnostic chart.
1. Checks to see if a vacuum source is present, along with
certain conditions before the purge solenoid is commanded
“ON.” Also shows a change of vacuum as purge solenoid
is being cycled.
2. Checks for power to the solenoid, the ground circuit, the
connections at the purge solenoid and the solenoid itself.
3. Checks for open or grounded CKT 539.
4. Checks for open CKT 428 or faulty control module.
EVAP CANISTER PURGE SOLENOID CHECK
 ON-VEHICLE SERVICE
EVAP CANISTER • Do not use copper or aluminum tubing to replace steel
Figure 5-1 tubing. Those materials do not have satisfactory
durability to withstand normal vehicle vibrations.
• Do not use rubber hose within 100 mm (4 " ) of any
Remove or Disconnect part of the exhaust system or within 250 mm (1 0 " ) of
1 . Hoses from EVAP canister. Mark hoses for installation on the catalytic converter. The replacement hose’s inside
new EVAP canister. diameter must match the steel tubing outside diameter.
2. Screw from mounting bracket and EVAP canister. 1. In repairable areas, cut a piece of fuel hose 100 mm (4 " )
longer than the portion of the line being removed.
Install or Connect When more than a 150 mm (6 " ) length of pipe is removed,
use a combination of steel tubing and hose so that the entire
1. EVAP Canister and bracket screw.
hose length will not be more than 250 mm (10").
2. Hoses to EVAP canister.
2. Cut ends of the pipe remaining on vehicle square by using
a tube cutter. By using the first step of a double flaring
EVAP CANISTER PURGE SOLENOID tool, form a bead on the ends of both pipe sections. If pipe
Figures 5-2, 5-4 and 5-5 is too corroded to withstand bead operation without
damage, the pipe should be replaced. If a new section of
The EVAP canister purge solenoid is located in different
pipe is used, form a bead on both ends.
areas on different engines. See Figures 5-2 and 5-3 for
3. Use screw type hose clamp GM part number 2494772 or
locations.
equivalent. Slide clamps onto pipe and push hose 50 mm
(2 " ) onto each portion of fuel pipe. Tighten clamps on
Remove or Disconnect each side of repair.
1. Negative battery cable.
2. Electrical connector and hoses from solenoid. FUEL CAP
3. Solenoid from mounting bracket by pulling away from
bracket. When a fuel tank filler cap requires replacement, use only a
cap with the same features. Failure to use the correct cap can

ElInstall or Connect
1. Slide solenoid into bracket.
result in malfunctioning of the system.

PARTS INFORMATION
2. Electrical connector and hoses to solenoid.
3. Negative battery cable.
PART NAME GROUP
EVAP CANISTER HO SES Canister, EVAP .......................................................... 3.130
Valve, Tank Pressure Control..................................... 3.140
Refer to “Vehicle Emission Control Information” label for Solenoid Valve, Canister P u rg e ................................. 3.140
routing of canister hoses. When replacing hoses, use hose
identified with the word “Fluoroelastomer.”

EVAP PIPE
The EVAP pipe is secured to the underbody with clamp
and screw assemblies. Flexible hoses are connected at the fuel
tank and the fuel vapor canister. The pipe should be inspected
occasionally for leaks, kinks, or dents and repaired as required.

EVAP Pipe Repair

Repair EVAP pipe in sections using brazed seamless steel
tubing meeting GM Specification 123M or its equivalent or
hose identified with the words “Fluoroelastomer.” Hose not so
marked could cause failure or failure to meet emission
standard.
 5 VAPOR CANISTER
P S 17461

Figure 5-2 - EVAP Canister Purge System - 4.3L With California Emissions
 1 VACUUM HARNESS
2 VACUUM PORT
3 VAPOR CANISTER
PS 17724

Figure 5-4 - EVAP Canister Purge System - 5.7L

Without Purge Solenoid

I VIEW At

1 VACUUM HARNESS

2 SOLENOID BRACKET

3 CANISTER PURGE SOLENOID

4 VAPOR SUPPLY HOSE

5 VACUUM PORT

6 VAPOR CANISTER
PS 17459
Figure 5-6 - EVAP Canister Purge System - 7.4L
BLANK
 SECTION 6
IGNITION SYSTEMS
CONTENTS
General Description.................................6-1
GENERAL DESCRIPTION
The ignition system controls fuel combustion by providing
a spark to ignite the compressed air/fuel mixture at the correct
time. To provide improved engine performance, fuel economy,
and control of exhaust emissions, the control module controls
distributor spark advance (timing) with the Ignition Control
(IC) system.
The ignition system uses a primary and secondary sub
systems to accomplish timed spark distribution. The primary
system consists of a low voltage trigger device which
determines base timing. This signal is modified by the ignition
control module and sent to the engine and/or transmission
processor (control module) for base timing reference. Another
signal is sent back to the ignition control module, which has
been adjusted by the control module (advanced or retarded) to
trigger the coil, according to the requirements of the engine.
The secondary system consists of the ignition coil which
has primary (low voltage) windings and secondary (high
voltage) windings. The high voltage that the secondary side of
the coil generates, is conducted to the spark plugs by high
tension plug wires.
The distributor ignition system has a distributor module
with four terminals for the IC system that are connected by the
control module.
To properly control ignition/combustion timing, the
control module needs to know:
• Crankshaft position.
• Engine speed (RPM).
• Engine load (manifold pressure or vacuum).
• Atmospheric (barometric) pressure.
• Engine coolant temperature.
BLANK
 SECTION 6A
DISTRIBUTOR IGNITION (DI) SYSTEM
CONTENTS
General Description..................................6A-1 Distributor Ignition System Check
Purpose ............................................ .6A-1 (1 of 2 ) ......................................... 6A-4
Operation........................................... .6A-1 On-Vehicle Service ................................. 6A-8
Diagnosis ...............................................6A-2 Ignition System .................................. 6A-8
IC S y s t e m ......................................... .6A-2 Setting Timing .................................... 6A-8
Results of Incorrect IC Operation....... 6A-2 IC S y ste m .......................................... 6A-8
D TC 42 ............................................ .6A-2 Parts Information .................................... 6A-8
Engine Firing Order ................................ 6A-9

GENERAL DESCRIPTION
PURPOSE
The distributor ignition system controls fuel combustion
by providing a spark to ignite the compressed air/fuel mixture
at the correct time. To provide improved engine performance,
fuel economy, and control of exhaust emissions, the control
module controls distributor spark advance (timing) with the
Ignition Control (IC) system.
Only the IC system will be described here. Additional
information on the distributor ignition system is found in
SECTION 6D of the appropriate service manual.
1 DISTRIBUTOR IGNITION 3 IGNITION CONTROL
CONTROL MODULE (IC) TERMINALS
OPERATION
. IGNITION COIL
2 PICK-UP COIL TERMINALS * TERMINALS
The distributor ignition system has a distributor module
with four terminals for the IC system (Figure 6A-1) that are 4-17-93
5S1707-6EA
connected by the control module.
To properly control ignition/combustion timing, the Figure 6A-1 - Ignition Control Module
control module needs to know:
• Crankshaft position.
• Engine speed (RPM).
• Engine load (manifold pressure or vacuum).
• Atmospheric (barometric) pressure.
• Engine coolant temperature.
 The IC system consists of the distributor module, a control
module, and connecting wires. The four terminals for IC are
lettered in the module.
The distributor four terminal connector is lettered
A-B-C-D.
These circuits perform the following functions:
• Terminal “A” - Reference Ground Lo - This wire may
be grounded in the distributor. It makes sure the
ground circuit, between the module and control
module has no voltage drop which could affect
performance. If it is open, it may cause poor
performance.
• Terminal “B” - Bypass - At about 400 RPM, the
control module applies 5 volts to this circuit to switch
spark timing control from the module to the control
module. An open or grounded bypass circuit will set a
DTC 42 and the engine will run at base timing, plus a
small amount of advance built into the module.
DIAGNOSIS
The description and operation of the distributor ignition
system can be found in SECTION 6D of the appropriate service
manual.
If the vehicle will not start, refer to “Distributor Ignition
System Check.”
IC SYSTEM
DTC 12 is used during the “On-Board Diagnostic System
Check” to test the code display ability of the control module.
This DTC indicates that the control module is not receiving the
engine RPM (Reference) signal. The “Reference” signal also
triggers the fuel injection system. Without the “Reference”
signal, the engine cannot operate.
Results of Incorrect IC Operation
The control module uses information from the MAP and
coolant sensors in addition to RPM to calculate spark advance
as follows:
• Low MAP output voltage = More spark advance
• Cold Engine = More spark advance
• High MAP output voltage = Less spark advance
• Hot engine = Less spark advance
Detonation can be caused by low MAP output or high
resistance in the coolant sensor circuit.
Poor performance can be caused by high MAP output or
low resistance in the coolant sensor circuit.
• Terminal “C” - Distributor Reference Hi - This
provides the control module with RPM and crankshaft
position information.
• Terminal “D” - IC - This circuit triggers the module.
The control module does not know what the actual
timing is, but it does know when it gets the reference
signal. It then advances or retards the spark from that
point. Therefore, if the base timing is set incorrectly,
the engine spark curve will be incorrect.
DTC 42
A fault in the IC system will usually set a DTC 42. Refer
to DTC 42 in SECTION 3A or 3B.
When the system is operating on the distributor module,
there is no voltage on the bypass line and the module grounds
the IC signal. The control module expects to find no voltage on
the IC line during this condition. If voltage is found, a DTC 42
will set and the system will not go into the IC mode.
When the RPM for IC is obtained (about 400 RPM), the
control module applies 5 volts to the bypass line. The IC will
no longer be grounded in the module and the IC voltage will be
varying.
If the bypass line is open, the module will not switch to test
mode, so the IC voltage will be low and DTC 42 will be set.
If the IC line is grounded, the module will switch to IC,
there will be no IC signal and the engine will not operate. A
DTC 42 may or may not set.
An open in the IC circuit will set a DTC 42 and cause the
engine to operate on the distributor module timing. This will
cause poor performance and poor fuel economy.
To check IC operation, place the vehicle in “Park” or
“Neutral” and block the drive wheels. Start the engine and
accelerate to 2000 RPM. Note the ignition timing. Disconnect
the “Set Timing” connector and again note the timing. The
timing will change if the IC system is operating.
BLANK
 TO PICK-UP FOR COMPLETE TERMINAL I.D. REFER TO
COIL CONNECTOR TERMINAL END VIEWS OF
BLK SPECIFIC CONTROL MODULE.
CONN
IGN
GRY f Z
CONN I + C - G BR E
IGNITION COIL TACH CONTROL
CONNECTOR
uu mm MODULE
TO
GRY-_ ,IGNITION
SWITCH
C O f if T l
A
------------------------------ 1 r
B

■423 W H T- IC CONTROL
BLK ■430 PPL/WHT- IC REFERENCE
CONN SET TIMING HIGH
i i
CONNECTOR
A -------^ ------------ 424 TAN/BLK- IC BYPASS
TO 453 RED/BLK- IC REFERENCE
-►INSTRUMENT
* a— PANEL LOW
X
GRY CONN
TACH LEAD
3 -2 9 -9 4
NS 14029

DISTRIBUTOR IGNITION SYSTEM CHECK

(Page 1 of 2)

Chart Test Description: Number(s) below refer to
circled number(s) on the diagnostic chart.
1. Two wires are checked, to ensure that an open is not
present in a spark plug wire. This step also checks for
mechanical problems.
2. A spark indicates the problem must be the distributor cap,
rotor, or coil output wire.
3. Normally, there should be battery voltage at the “C” and
“+” terminals on the coil connector. Low voltage would
indicate an open or a high resistance circuit from the
distributor to the coil or ignition switch. If “C” terminal
voltage was low, but “+” terminal voltage is 10 volts or
more, circuit from “C” terminal to ignition coil or ignition
coil primary winding is open.
4. Checks for a shorted module or grounded circuit from the
ignition coil to the module. The distributor module should
be turned “OFF,” so normal voltage should be about
12 volts.
If the module is turned “ON,” the voltage would be low,
but above 1 volt. This could cause the ignition coil to fail
from excessive heat.
With an open ignition coil primary winding, a small
amount of voltage will leak through the module from the
“batt” to the “tach” terminal.
 CHECK SPARK PLUG W IRES FOR OPEN CIRCUITS, C R AC K S
DISTRIBUTOR IGNITION
© IN INSULATION OR IMPROPER SEATING OF TERMINALS AT
SYSTEM CHECK
SPARK PLUGS, DISTRIBUTOR, AND IGNITION COIL BEFORE
PROCEEDING WITH THIS TEST. IF A TACHOMETER IS
CONNECTED TO THE TACH TERMINAL ON THE IGNITION (Page 1 of 2)
COIL, DISCONNECT IT BEFORE PROCEEDING WITH TEST.
CHECK SPARK AT PLUG WITH SPARK TESTER J 26792 OR
EQUIVALENT ST 125 WHILE CRANKING (IF NO SPARK ON
ONE WIRE, CHECK A SECOND WIRE) A FEW SP A R K S AND
THEN NOTHING IS CONSIDERED NO SPARK.

NO SPARK SPARK
T " ' "" ~1------
© REMOVE DISTRIBUTOR CAP AND VERIFY ROTATION OF
IGNITION ROTOR.
CHECK FUEL, SPARK PLUGS, ETC.
REFER TO “DRIVEABILITY
IF NO ROTATION, A MECHANICAL REPAIR WILL BE SYMPTOMS” IN SECTION 2.
N ECESSA RY BEFORE CONTINUING WITH THIS TEST.
DISCONNECT 4 TERMINAL DISTRIBUTOR CONNECTOR.
CHECK FOR SPARK AT IGNITION COIL TOWER WITH
TESTER J 26792 OR EQUIVALENT ST 125 WHILE
CRANKING USING A KNOWN GOOD COIL WIRE. (LEAVE
TESTER CONNECTED TO COIL TOWER FOR STEPS 3-6.)

NO SPARK SPARK
I
© DISCONNECT DISTRIBUTOR 2 TERMINAL “C/+”
CONNECTOR HARNESS. ALSO DISCONNECT TACH
CHECK CAP, ROTOR AND COIL W IRES
FOR OPENS, DAMAGE, OR WEAR.
PIGTAIL FROM HARNESS CONNECTOR IF EQUIPPED. REPLACE A S NECESSARY.
IGNITION SWITCH “ON,” ENGINE STOPPED.
CHECK VOLTAGE AT “+” AND “C ” TERMINALS OF
DISTRIBUTOR AT H ARNESS CONNECTOR AND TACH
PIGTAIL TERMINAL/

*NOTE: IF OTHER COMBINATIONS RESULT FROM TEST #3,

A WIRING PROBLEM IS APPARENT AND SHOULD BE
REPAIRED BEFORE CONTINUING WITH OTHER TESTS.

| ALL 3 TERMINALS 10 VOLTS OR MORE ALL 3 TERMINALS UNDER 10 VOLTS UNDER 10 VOLTS “C ” TERMINAL ONLY
1 1 1“ ......................................... "

© RECONNECT DISTRIBUTOR 2
TERMINAL CONNECTOR.
WITH IGNITION “ON,” CHECK
VOLTAGE FROM TACH PIGTAIL TO
GROUND. (PIGTAIL MAY BE
TAPED BACK IN HARNESS.)
REPAIR WIRE FROM DISTRIBUTOR
IGNITION CONTROL MODULE “+”
TERMINAL TO “B ” TERMINAL OF
BLACK IGNITION COIL CONNECTOR
OR VOLTAGE SUPPLY TO COIL.
CHECK FOR OPEN OR GROUND IN
THE CIRCUIT FROM “C ” TERMINAL
TO IGNITION COIL. IF CIRCUIT IS OK,
CHECK IGNITION COIL FOR OPEN
COIL PRIMARY OR CONNECTION.

GREATER THAN 10 VOLTS 1 TO 10 VOLTS

I --------------------
CONNECT TEST LIGHT FROM REPLACE DISTRIBUTOR IGNITION
TACHOMETER TERMINAL TO GROUND. CONTROL MODULE AND CHECK FOR
CRANK ENGINE AND OBSERVE LIGHT. SPARK FROM COIL AS IN STEP 6.

1— i
f REFER TO IGNITION SYSTEM ~! SPARK NO SPARK
"L 'l ■
SYSTEM REPLACE IGNITION COIL.
OK.
 TO PICK-UP * FOR COMPLETE TERMINAL I.D. REFER TO
COIL CONNECTOR TERMINAL END VIEWS OF

i
BLK SPECIFIC CONTROL MODULE.
CONN
IGN
GRY
CONN G BR E
IGNITION COIL TACH CONTROL
CONNECTOR
UU unnn MODULE
TO
GRY IGNITION
CONN SWITCH
A

A B

423 W H T- * IC CONTROL
BLK ■430 PPL/WHT- * IC REFERENCE
CONN SET TIMING HIGH
! !.
CONNECTOR
i A -------« -------- ----424 TAN/BLK—I IC BYPASS
TO -----------------------453 RED/BLK- IC REFERENCE
•INSTRUMENT
----- PANEL LOW
X
GRY CONN
TACH LEAD
3 -2 9 -9 4
NS 14029

DISTRIBUTOR IGNITION SYSTEM CHECK

(Page 2 of 2)

Chart Test Description: Number(s) below refer to
circled number(s) on the diagnostic chart.
5. Applying a voltage (1.35 to 1.50 volts) to module terminal
“P” should turn the module “ON” and the “tach” terminal
voltage should drop to about 7-9 volts. This test will
determine whether the module or coil is faulty or if the
pick-up coil is not generating the proper signal to turn the
module “ON.” This test can be performed by using a DC
test battery with a rating of 1.5 volts. (Such as AA, C, or
D cell.) The battery must be a known good battery with a
voltage of over 1.35 volts.
6. This should turn “O FF’ the module and cause a spark. If
no spark occurs, the fault is most likely in the ignition coil
because most module problems would have been found
before this point in the procedure. A distributor ignition
control module tester (J 24642) could determine which is
at fault.
Diagnostic Aids: A Tach filler could cause an ignition
system problem. If voltage measured at distributor 2 terminal
connector (Terminal “C”) with ignition “ON” increases when
tach terminal connector is disconnected the filter is faulty and
should be replaced.
 DISTRIBUTOR IGNITION SYSTEM CHECK
(Page 2 of 2)

[" FROM IGNITION SYSTEM 1

j_CHECKPAGE (1_OF 2).___] 1.5-VOLT
TEST
BATTERY
LIGHT “ON” STEADY LIGHT FLASHES

© DISCONNECT DISTRIBUTOR 4 TERMINAL

CONNECTOR.
REPLACE IGNITION COIL
AND RECHECK FOR
REMOVE DISTRIBUTOR CAP. SPARK WITH SPARK
DISCONNECT PICK-UP COIL CONNECTOR FROM TESTER. IF STILL NO
DISTRIBUTOR IGNITION CONTROL MODULE. SPARK, RE-INSTALL
CONNECT VOLTMETER FROM TACHOMETER ORIGINAL COIL AND
PIGTAIL TO GROUND. REPLACE DI CONTROL
IGNITION “ON.” MODULE.
CONNECT POSITIVE (+) END OF KNOWN GOOD
1.5-VOLT TEST BATTERY TO “P” TERMINAL ON
DISTRIBUTOR IGNITION CONTROL MODULE.
O BSERVE VOLTMETER AT TACH TERMINAL A S
NEGATIVE (-) END OF TEST BATTERY IS
MOMENTARILY GROUNDED TO DISTRIBUTOR
HOUSING.

I
| VOLTAGE DROPS NO DROP IN VOLTAGE

• CHECK FOR SPARK FROM COIL WIRE CHECK DISTRIBUTOR IGNITION CONTROL
® WITH SPARK TESTER A S TEST BATTERY MODULE GROUND. IF OK, REPLACE
IS REMOVED FROM MODULE TERMINAL. DISTRIBUTOR IGNITION MODULE.

NO SPARK SPARK

IF NO MODULE TESTER J 24642 IS IF MODULE TESTER J 24642 IS CHECK PICK-UP COIL

AVAILABLE; REPLACE IGNITION COIL AVAILABLE: TEST DISTRIBUTOR OR CONNECTIONS.
AND REPEAT STEP 5. IGNITION CONTROL MODULE. (COIL RESISTANCE
SHOULD BE 500-1500
OHMS AND NOT
GROUNDED.)
NO SPARK SPARK OK NOT OK
.i: ~ "TTT H TZ~Z
IGNITION COIL REMOVED SYSTEM OK. CHECK COIL REPLACE
IS OK, REINSTALL COIL WIRE DISTRIBUTOR
AND CHECK COIL WIRE FROM ST-125 IGNITION YES
FROM IGNITION COIL TO TO COIL. CONTROL
SPAR K TESTER (ST-125). IF OK, MODULE. X
IF OK, REPLACE REPLACE COIL. C K RELUCTOR TO
DISTRIBUTOR BE S EC U R E TO
DISTRIBUTOR IGNITION DISTRIBUTOR
CONTROL SHAFT. IF LOOSE,
MODULE. REPLACE
DISTRIBUTOR
SHAFT.
 ON-VEHICLE SERVICE
IGNITION SYSTEM
Refer to SECTION 6D of the C/K Truck service manual
for on-vehicle service of distributor, pickup coil, distributor
cap, ignition coil, rotor, or distributor ignition control module.

SETTING TIMING
Figures 6A-2 through 6A-5
CAUTION: To prevent possible personal
injury from a moving vehicle or operating
engine do the following before performing
the checks:
• Engage the parking brake and block
the wheels.
• Place the transmission in neutral.
1. Refer to the important engine information label located in
the engine compartment on the label.
2. Put the IC system in the bypass mode by disconnecting the
“set timing” connector. This is a single wire sealed
connector that has a tan with black stripe lead. This
connector breaks out of the wiring harness below the
heater case in the passenger compartment.
3. With the ignition switch “OFF”, connect the pickup lead of
the timing light to the number one spark plug. Use a
jumper lead between the wire and plug or an inductive type
pickup.
DO NOT pierce the wire or attempt to insert a wire Location 4.3L
between the boot and the wire. Connect the timing light
power leads according to manufacturer’s instructions. PARTS INFORMATION
4. Start the engine, and aim the timing light at the timing
mark. The line on the balancer or pulley will line up at the PART NAME GROUP
timing mark. The timing specification for the 4.3L, 5.0L
and 5.7L engines are 0° BTDC. The 7.4L engine is Distributor ................................................................... 2.361
4° BTDC. If a change is necessary, loosen the distributor Module, D is tr............................................................... 2.383
hold-down clamp bolt at the base of the distributor. While Coil, D istr..................................................................... 2.170
observing the mark with the timing light, slightly rotate the
distributor until the line indicates the correct timing.
Tighten the hold-down bolt, and recheck the timing.
5. Turn “O F F ’ the engine and remove the timing light.
Reconnect the number one spark plug wire, if removed.
6. Reconnect the “Set Timing” connector.

IC SYSTEM
Refer to SECTION 6D of the C/K Truck service manual
for replacement of the distributor module.
Refer to SECTION 3 for repair of IC wires, connectors and
for replacement of the control module.
 1 TIMING TAB

2 BALANCER TIMING GROOVE

3 NOT USED
P S 17456

Figure 6A-3 - Distribution Ignition Timing Mark Location 5.0L, 5.7L, 7.4L

BANK #1 BANK #1
4 -7 -9 4 2-8-94
RS 21458 PS 18019
Figure 6A-4 - Engine Firing Order 4.3L Figure 6A-5 - Engine Firing Order 5.0L, 5.7L, 7.4L
BLANK
 SECTION 7
KNOCK SENSOR (KS) SYSTEM
CONTENTS
General Description........................... .... 7-1
Purpose ............................................ 7-1
O peration....................... .............. .... 7-1
Diagnosis ........................................ .... 7-2
Knock S e n s o r s .............................. .... 7-2
Knock Sensors (KS) D TC s ............. .... 7-2
DTC: 43 (ECM and PCM ) ........... .... 7-2
Knock Sensor (KS) System Check -
with Manual Transmission and EC M
5.0L, 5 .7 L .......................................7-4
GENERAL DESCRIPTION
PURPOSE
Varying octane levels in today’s gasoline can cause
detonation (also known as spark knock) in an engine.
The Knock Sensor (KS) system has two knock sensors that
are used on 4.3L engines. All other applications use one knock
sensor. The KS system reduces spark knock (detonation) in the
engine. This allows the engine to have maximum spark
advance for improved driveability and fuel economy.
Figure 7-1 - Knock Sensor
Knock Sensor (KS) System Check
(Single Knock Sensor System)
5.0L, 5.7L, 7.4L ................. . .. 7-6
Knock Sensor (KS) System Check
(Dual Knock Sensor System) 4.3L .. .. 7-8
On-Vehicle Service .............................. .. 7-10
Knock S e n so rs................................. .. 7-10
Parts Information ................................. .. 7-10
OPERATION
A control module (ECM or PCM) is used in conjunction
with one or two knock sensors to control detonation. A KS
module will be found on ECM applications. On PCM
application no KS module will be found as it is internal to the
control module.
A 5 volt reference is applied to the knock sensor(s) which
has an internal resistance of about 8200 ohms on dual knock
systems. On single knock systems the resistance of the knock
sensor is 3900 ohms. This resistance will lower the applied
voltage to about half or 2.5 volts. When a knock is present, a
small AC voltage is produced by the knock sensors and
transmitted to the control module riding on top of the already
existing 2.5 volts. An AC voltage monitor inside the control
module will detect the knock and trigger the control module to
start retarding the spark incrementally.
 DIAGNOSIS
KNOCK SE N SO R S KNOCK SEN SO R S (KS) DTCS
Two separate diagnostic checks are performed by the DTC: 43 (ECM AND PCM)
control modules. The first check monitors the voltage on the
KS circuit and if the voltage is below about .63 or over about Diagnostic Trouble Code (DTC) 43 will set when system is
3.1, DTC 43 will set. The second check, is a system in a self check, and voltage on the KS circuit is above or below
performance check. It is only used on vehicle’s equipped with the specified range. Refer to SECTION 3A and 3B.
an ECM. During the course of operation, the ECM will begin
advancing the timing in increments while anticipating a knock
signal. If no signal appears after the self check has advanced
32°, DTC 43 will set.
BLANK
 KNOCK SENSOR (KS) SYSTEM CHECK
WITH MANUAL TRANSMISSION AND ECM 5.0L, 5.7L
Circuit Description:
The Knock Sensor (KS) system has a module that sends a voltage signal to the ECM. As the knock sensor detects detonation,
the voltage from the KS module to the ECM will drop. This signal allows the ECM to retard timing. The ECM will retard the
timing when knock is detected and RPM is above 900 RPM. Diagnostic Trouble Code (DTC) 43 will set when the ECM has
detected low voltage at CKT 457 on terminal “ B7” for longer than 5 seconds with the engine operating or when the system has
failed the functional check.
The ECM continually monitors voltage on CKT 457 on terminal “B 7” .
The ECM will advance the spark timing when:
• Engine coolant temperature is above 95°C.
• Engine is under heavy load (near WOT).
The ECM will then check the signal voltage at terminal “B7” to determine if knock is detected. If no knock is detected, the
Malfunction Indicator Lamp (MIL) will remain “ ON” until the next ignition cycle, or until a knock signal is detected. The
functional check will only be performed once per ignition cycle.

Chart Test Description: Number(s) below refer to
circled number(s) on the diagnostic chart.
1. If a DTC 43 is not set, but a knock signal is indicated while
operating at 1500 RPM, listen for an internal engine noise.
Under a no load condition there should not be any
detonation, if knock is indicated, an internal engine
problem may exist,
2. Usually a knock signal can be generated by tapping on the
right exhaust manifold. This test can also be performed at
idle. Test Number 1 was run at 1500 RPM to determine if a
constant knock signal was present, affecting engine
performance.
3. This tests whether the knock signal is due to the sensor, a
basic engine problem, or the KS module.
4. If the module ground circuit is faulty, the KS module will
not function correctly. The test light should light
indicating the ground circuit is OK.
5. Contacting CKT 496 with a test light to 12 volts should
generate a knock signal to determine whether the knock
sensor is faulty, or the KS module can’t recognize a knock
signal.
Diagnostic Aids: Scan tools may be used to diagnose
the KS system. The knock signal can be monitored to see if the
knock sensor is detecting a knock condition and if the KS
module is functioning, knock signal should display “YES,”
whenever detonation is present. The ECM can retard the
timing up to 20 degrees.
If the KS system checks OK, but detonation is the
complaint, refer to “Detonation/Spark Knock” in SECTION 2.
 KNOCK SENSOR (KS) SYSTEM CHECK
WITH MANUAL TRANSMISSION AND ECM 5.0L, 5.7L

©
 PCM

-EE KNOCK SIGNAL

3 -2 4 -9 4
N S 14247

KNOCK SENSOR (KS) SYSTEM CHECK

(SINGLE KNOCK SENSOR SYSTEM) 5.0L , 5.7L, 7.4L
Circuit Description:
The Knock Sensor (KS) system consist of two knock sensors with one wire that goes directly to the PCM. There is a check
performed by the PCM. The check consist of monitoring the knock signal circuit for a voltage that is more than .04 volt and less
than 4.6 volts.
If the voltage is either too high or too low for 16 or more seconds, DTC 43 will set.

Chart Test Description: Number(s) below refer to
circled number(s) on the diagnostic chart.
1. The first test is to determine if the system is functioning at
the present time.
2. Test two determines the state of the 5 volt reference
voltage applied to the knock sensor circuit.
Diagnostic Aids: The PCM applies 5 volts to the knock
signal circuit. A 3900 ohm resistor in the knock sensors
reduces the voltage to about 2.5 volts. When knock occurs, the
knock sensor produces a small AC voltage that rides on top of
the 2.5 volts already applied. An AC voltage monitor, in the
PCM, is able to read this signal as knock and incrementally
retard spark.
If the KS system checks OK, but detonation is the
complaint, refer to “Detonation/Spark Knock” in SECTION 2.
 PCM

496 DK BLU { biT KNOCK SIGNAL

1-31-94
N S 14244

KNOCK SENSOR (KS) SYSTEM CHECK

(DUAL KNOCK SEN SO R SYSTEM ) 4.3L
Circuit Description:
The Knock Sensor (K S) system consist of two knock sensors with one wire that goes directly to the control module. There is a
Knock Sensor (K S) check performed by the PCM. The check consist of monitoring the knock signal circuit for a voltage that is
more than .63 volt and less than 3.1 volts.
If the voltage is either too high or too low for 10 or more seconds, DTC 43 will set. The PCM uses this self
check only.

Chart Test Description: Number(s) below refer to
circled number(s) on the diagnostic chart.
1. The first test is to determine if the system is functioning at
the present time.
2. Test two determines the state of the 5 volt reference
voltage applied to the knock sensor circuit.
3. Test 3 determines the state of the knock sensors and
connections themselves.
Diagnostic Aids: The control module applies 5 volts to
the knock signal circuit. A 8200 ohm resistor in the knock
sensors reduces the voltage to about 2.5 volts. When knock
occurs, the knock sensor produces a small AC voltage that rides
on top of the 2.5 volts already applied. An AC voltage monitor,
in the control module, is able to read this signal as knock and
incrementally retard spark.
If the KS system checks OK, but detonation is the
complaint, refer to “Detonation/Spark Knock” in SECTION 2.
 KNOCK SENSOR (KS) SYSTEM CHECK
(DUAL KNOCK SEN SO R SYSTEM ) 4.3L

• ENGINE IDLING AT OPERATING TEMPERATURE.

o • SC A N TOOL ON KNOCK SIGNAL.
• TAP ON ENGINE NEAR EACH KNOCK SENSOR.
IS THERE A KN OCK SIG N AL INDICATED EACH TIME?

1
NO YES
I
• ENGINE IDLING.
nz
PROBLEM IS INTERMITTENT.
© • WITH A J 39200 DVM, M EA SU RE VOLTAGE FROM KNOCK SIGNAL R EFER TO “DIAGNOSTIC AIDS.
CIRCUIT AT CONTROL MODULE CONNECTOR TERMINAL TO
GROUND WITH CONTROL MODULE CONNECTED.

X X
5 VOLTS 3.1 VOLTS 2.5 VOLTS L E SS THAN 1.5 VOLTS
n z ~ X
REMOVE EACH • REMOVE EACH • REMOVE EACH • REMOVE BOTH KNOCK
KNOCK S EN SO R KNOCK SE N SO R KNOCK SENSO R S E N SO R CONNECTORS.
TERMINAL. TERMINAL ONE AT TERMINAL. D O ES VOLTAGE GO
WITH J 39200 DVM, A TIME AND NOTE • WITH J 39200 DVM, OVER 4.8 VOLTS?
M EASU RE VOLTAGE M EASU RE
RESISTAN CE FROM READING. RESISTANCE FROM
KNOCK SEN SO R DID VOLTAGE KNOCK SENSOR
TERMINAL TO BLOCK. CHANGE WHEN TERMINAL TO
RESISTAN CE SHOULD EITHER KNOCK BLOCK.
BE 8200 OHMS. S E E SE N SO R TERMINAL RESISTANCE
RESISTAN CE RANGE W AS REM O VED? SHOULD BE 8200
SPECIFICATION. OHMS.

1 __ ■ L “ J _ X
YES NO Y ES NO NO YES YES NO
X HZ I nz X I
FAULTY REPLACE NO TROUBLE REPLACE REPLACE REMOVE KNOCK SHORTED
CONNECTION KNOCK FOUND. KNOCK CONTROL SEN SO R TERMINALS. KNOCK
AT KN O CK SENSOR. SENSOR. MODULE. M EA SU RE RESISTANCE SIGNAL
SE N SO R FROM KNOCK SE N SO R CIRCUIT.
OR REMOVE KN OCK SEN SO R TERMINAL TO GROUND.
OPEN KNOCK © T ER M IN A L BOTH SHOULD BE 8200
SIG N AL WITH J 39200 DVM, OHMS. S E E
CIRCUIT. M EA SU R E RESISTANCE RESISTANCE RANGE
FROM KNOCK SENSO R SPECIFICATION.
TERMINAL TO BLOCK. IF NOT, REPLACE
RESISTAN CE SHOULD BE SE N SO R WITH
8200 OHMS. INCORRECT
RESISTANCE.

YES NO
3 = HZ
OPEN KNOCK REPLACE KNOCK SENSOR.
SIG N AL CIRCUIT
BETW EEN KNOCK
SIG N AL CIRCUIT AND
KNOCK SENSO R.

R ESISTA N C E RAN GE SPECIFICATION: IF KNOCK S E N SO R M EA SU R E S LESS THAN 2100 Q OR OPEN CIRCUT

REPLACE SENSOR.
 ON-VEHICLE SERVICE
KNO CK S E N S O R S Install or Connect
Figure 7-2
Knock sensor into cylinder head or block. Apply water
The knock sensors are located in areas of the cylinder base caulk to sensor threads. Do not use silicon tape as this
heads and block. On most applications, the knock sensors are will insulate sensor from engine block.
installed in a hole which is exposed to engine coolant. Care • Tighten to 19 N m (14 lb. ft.).
should be exercised when servicing these sensors. 2. Wiring harness connector to the knock sensor.
3. Negative battery cable.
4. Refill cooling system if required. Refer to SECTION 6B1.
+ + Remove or Disconnect
1. Negative battery cable. PARTS INFORMATION
2. Drain cooling system. Refer to SECTION 6B1.
PART NAME GROUP
NOTICE: On knock sensors which are mounted in the
end of the cylinder head draining the cooling system will Control M o d u le.................................................... 3.670
not be necessary. Module, Knock S ensor....................................... 2.393
Sensor, K n o c k ...................................................... 3.682
3. Wiring harness connector from knock sensor.
4. Knock sensor from cylinder head or block.

1 KNOCK SENSOR DUAL KS SYSTEM (1 OF 2)

2 KNOCK SENSOR DUAL KS SYSTEM (2 OF 2)

3 KNOCK SENSOR SINGLE KS SYSTEM

P S 17393
 SECTION 9
EXHAUST GAS RECIRCULATION (EGR) SYSTEM
CONTENTS
General Description 9-1 E G R Valves and C ontrollers.....................9-1
Purpose .......... 9-1 E G R Application Chart ......................... 9-1
O peration......... 9-1 E G R Valve Identification.......................... 9-2

G EN ERAL DESCRIPTION
PU RPO SE
The EGR system is designed to lower NOx (oxides of
nitrogen) emission levels created by high combustion
temperatures. The main element of the system is an EGR
valve. The EGR valve opens in one of two ways, vacuum or
electrical depending on which valve or control system is being
used. On vehicles equipped with California emissions, a linear
EGR valve and a canister purge solenoid are used in most
applications.
OPERATION
Important
• When performing an inspection of the EGR system, Do
Not connect exhausting shop air to the tailpipe of the
vehicle. The vacuum created by the shop air could cause
false EGR valve operation to occur.
EGR VALVES AND CO NTRO LLERS
There are three types of EGR valves and the system used to
control their operation by engine, vehicle, and control module,
are listed in the following chart.

The EGR valve will open when conditions of operation

have been met. The valve will open and allow exhaust gasses
to reenter the combustion chamber. When too much exhaust
gas is allowed to enter the chamber, proper combustion will not
occur. For this reason only very little exhaust gas is allowed to
re-enter the combustion chamber.

EGR APPLICATION CHART

Negative Backpressure EGR Valve With Solenoid

4.3L, 5.0L, 5.7L Under 8500 G VW

Port EGR Valve With EVRV Solenoid

5.7L Above 8500 GVW

Linear EGR Valve

4.3L (California Emissions)

7.4L All Applications
 i i
LAST 5 DIGITS OF ASSEMBLY
PART NUMBER
\ \

X\
1 ASSEMBLY PLANT CODE
2 PART NUMBER
3 DATE BUILT
4 LOOK HERE FOR LETTER LAST DIGIT OF YEAR
P = POSITIVE BACK PRESSURE SHIFT NUMBER
N = NEGATIVE BACK PRESSURE __ MP 1268-A S
BLANK = PORT VALVE 7S3219-6E
Figure 9-1 - EGR Valve Identification Figure 9-2 - Linear EGR Valve Identification
Markings
EGR VALVE IDENTIFICATION
Figures 9-1 through 9-3
1. Positive backpressure EGR valves will have a “P” stamped
on the top side of the valve after the part number should not
be used.
2. Negative backpressure EGR valves will have a “N”
stamped on the top side of the valve after the part number.
3. Port EGR valves have no identification stamped after the
part number.
4. Linear EGR valves look like a small motor. Refer to
Figures 9-2 and 9-3.

Figure 9-3 - Linear EGR Valve Part Number Label

Location
 SECTION 9A
LINEAR EGR VALVES
CONTENTS
General Description...................................9A-1 On-Vehicle Service ...................................9A-6
Diagnosis ................................................9A-2 Linear E G R Valve Assembly
Results of Incorrect Operation .............. .9A-2 Replacement ................................... .9A-6
System C h e c k ......................................9A-2 Parts Information .................................... .9A-6
E G R System Check with Linear E G R
Valve ............................................. .9A-4

G EN ERAL DESCRIPTION
Figures 9A-1 through 9A-4 Positioned at the top of the linear EGR assembly are
5 terminals:
The linear EGR valve is operated exclusively by control • “A” is the pulse width modulated negative signal from
module command. The control module monitors various the control module.
engine parameters: • “E” is the positive from ignition.
• Throttle Position (TP) sensor.
• Manifold Absolute Pressure (MAP).
• Engine Coolant Temperature (ECT) sensor.
• Pintle position sensor.
Output messages are then sent to the EGR system
indicating the proper amount of exhaust gas recirculation
necessary to lower combustion temperatures. This electronic
metering of exhaust gas is ten times faster than
vacuum-operated models and offers improved diagnostic
capabilities as well.

1 CAP-SENSOR
2 SENSOR-EGR PINTLE POSITION
3 POLE PIECE - PRIMARY
4 BOBBIN AND COIL ASSEMBLY
5 SLEEVE-ARMATURE
6 VALVE - PINTLE
7 ARMATURE AND BASE ASSEMBLY MP 0466-SY

Figure 9A-2 - Linear EGR Valve - Subassemblies

• “B”, “C” and “D” are terminals from the control

module for the integral pintle position sensor.
m LINEAR EGR VALVE “B” is sensor ground.
“C” is sensor output.
m EXHAUSTGAS “D” is +5 volts supply.

| 3 | INTAKE AIR
^ M P 0471-SYE
 The solenoid (bobbin and coil) assembly is energized by
12 volt current which enters the valve through an electrical
connector (terminal “E”), then flows through the solenoid
assembly to the control module and creates an electromagnetic
field. This field causes the armature assembly to be pulled
upward, lifting the pintle a variable amount off the base.
The exhaust gas then flows from the exhaust manifold
(through the orifice) to the intake manifold. The height of the
pintle is read by the pintle position sensor, and the control
module closes the loop on desired position versus actual
position read, changing the pulse width modulated command to
the solenoid accordingly, until the actual pintle position equals
the desired pintle position.
This results in improved flow accuracy. In most EGR
designs, the flow is “Open Loop,” in which the system has no
feedback mechanism to monitor actual flow and then to correct it.
The linear EGR valve is unique in that the control module
continuously monitors pintle height and continuously corrects
it in order to obtain accurate flow, making linear EGR a
“Closed Loop” system.
When the solenoid is de-energized (control module breaks
I
the circuit), the pintle is sealed against the orifice, blocking
exhaust flow to the intake manifold.

0 0 0
n a 'LO­

NS 14953

Figure 9A-3 - Electrical Connector

DIAGNOSIS
RESULTS OF INCO RRECT OPERATION
With too much EGR flow at idle, cruise, or cold operation,
any of the following conditions may occur:
• Engine stops after cold start.
• Engine stops at idle after deceleration.
• Vehicle surges during cruise.
• Rough idle.
If the EGR valve should stay open all of the time, the
engine may not idle.
• DTC 32 may set (refer to SECTION 3A).
Too little or no EGR flow allows combustion temperatures
to get too high during acceleration and load conditions. This
could cause:
• Spark knock (detonation).
• Engine overheating.
SYSTEM CHECK
Diagnosis of the EGR system is covered in the following
charts. These charts begin on Page 9A-4.
BLANK
 PCM

TO ENG-I
IGNITION 539 PNK
SWITCH 20A
439 PNK F15 IGNITION FEED
EGR CONTROL
435 GRY E1
LINEAR
EXHAUST GAS 1456 BRN PINTLE ■=*■
RECIRCULATION B16 POSITION SIGNAL
(EGR) VALVE
I— wr— 474 GRY E14 5V REFERENCE
- 470 BLK B4 SENSOR GROUND

t—
MAP,
r
MAP
TRANSMISSION SENSOR 5-25-94
PS 17625

EGR SYSTEM CHECK

WITH LINEAR EGR VALVE
Circuit Description:
To control Exhaust Gas Recirculation (EGR), the control module operates the linear EGR valve. The linear EGR valve is a
small motor with a pintle that is normally closed. By providing a ground path, the control module will open the pintle and allow
exhaust gasses to pass through the valve. The control module control of the EGR is based on the following inputs:
• Engine coolant temperature - above 25°C. • BARO.
• TP - “OFF” idle. • Park/neutral position.
• MAP. • Pintle position sensor.
If DTC 32 is stored, refer to DTC 32 in SECTION 3A. This chart is used for faulty valve, plugged EGR passages, or improper
wiring connections.

Chart Test Description: Number(s) below refer to 2.
circled number(s) on the diagnostic chart.
1. At idle, the EGR valve should not be open greater than 3 %. 3.
A faulty park/neutral position Trans Range (TR) position
pressure switch or the EGR valve stuck open will allow 4.
exhaust gasses to enter the combustion chamber and create
a rough idle condition.
Checks the pintle’s ability to be manually commanded to
the desired positions.
Checks the electrical circuit of the EGR valve and
connecting components.
Checks for plugged EGR passages or a faulty EGR valve.
 EGR SYSTEM CHECK
WITH LINEAR EG R VALVE

©
 ON-VEHICLE SERVICE
LINEAR EGR VALVE A SSE M B LY
REPLACEM ENT
Figures 9A-4 and 9A-5

E Remove or Disconnect
1. Electrical connector.
2. Valve to flange attaching bolts.
3. Linear EGR valve and gasket.

E3Install or Connect
1. EGR valve and new gasket.
2. Valve to flange attaching bolts.

LINEAR EGR VALVE INTAKE MANIFOLD

NS 15133
Bolts to 2.4 N m (17 lb. ft.).
3. Electrical connectors. Figure 9A-4 - Linear EGR Valve Removal - 4.3

PARTS INFORMATION
PART NAME GROUP
Valve, EGR ............................................................... 3.670
Gasket, EGR Valve .................................................. 3.680

1 BOLTS

2 LINEAR EGR VALVE

3 GASKET

6-9-94
PS 17465
 SECTION 9B
NEGATIVE BACKPRESSURE EGR VALVE
CONTENTS
General Description...................................9B-1
Negative Backpressure E G R V a lv e ..........9B-1
E G R C ontrol....................................... .9B-1
Solenoid with Negative Backpressure
E G R V alve ................................... .9B-1
Diagnosis ................................................9B-2
Results of Incorrect Operation .............. .9B-2
System C h e c k .................................... .9B-2
G ENERAL DESCRIPTION
The negative backpressure EGR valve in this system is
operated by vacuum which is turned “ON” and “O F F ’ by a
control module actuated solenoid.
1 EGR VALVE 5 DIAPHRAGM
2 PINTLE VALVE 6 AIR BLEED HOLE
3 INTAKE AIR 7 SMALL SPRING
4 VACUUM PORT 8 LARGE SPRING
6S 2608-6E
E G R System Check with Negative
Backpressure E G R Valve ................... .9B-4
On-Vehicle Service .................................. .9B-6
EG R Valve .................. . . . . ____. . . . . . . 9B-6
E G R Manifold P a s s a g e ....... ..................9B-6
System Hoses ......................................9B-6
E G R Vacuum Solenoid with Negative
Backpressure and E G R Valve .......... .9B-6
Parts Information ......................................9B-6
NEGATIVE B A C K P R E SSU R E EG R VALVE
Figure 9B-1
The negative backpressure EGR valve has the bleed valve
spring below the diaphragm, and the valve is normally closed.
The negative backpressure valve varies the amount of exhaust
gas flow into the manifold depending on manifold vacuum and
variations in exhaust backpressure.
The diaphragm on this valve has an internal air bleed hole
which is held closed by a small spring when there is no exhaust
backpressure.
Engine vacuum opens the EGR valve against the pressure
of a large spring. When manifold vacuum combines with
negative exhaust backpressure, the vacuum bleed hole opens
and the EGR valve closes.
This valve will open if vacuum is applied with the engine
not operating.
EGR CONTROL
Solenoid With Negative Backpressure EGR
Valve
Figure 9B-2
To regulate EGR flow a control module controlled
solenoid is used in the vacuum line. This is a normally closed
solenoid vacuum valve which is opened when the control
module completes the ground. The control module will
energize the EGR solenoid (EGR “ON”) when the engine is
warm and above idle. There is little EGR flow at wide open
throttle due to lack of vacuum.
 Figure 9B-2 - EGR System - With Solenoid

DIAGNOSIS
RESULTS OF INCO RRECT OPERATION Too little or no EGR flow allows combustion temperatures
to get too high during acceleration and load conditions. This
With too much EGR flow at idle, cruise, or cold operation, could cause:
any of the following conditions may occur: • Spark knock (detonation).
• Engine stops after cold start. • Engine overheating.
• Engine stops at idle after deceleration.
• Vehicle surges during cruise. SYSTEM CHECK
• Rough idle.
If the EGR valve should stay open all of the time, the Diagnosis of the EGR system is covered in the following
engine may not idle. charts.
• DTC 32 may set (refer to SECTION 3A or 3B).
BLANK
 TO EGR VALVE

TO
IGNITION
SWITCH

PS 17464

EGR SYSTEM CHECK

WITH NEGATIVE B A C K PR ESSU R E EGR VALVE
Circuit Description:
The PCM operates a solenoid to control the Exhaust Gas Recirculation (EGR) valve. This solenoid is normally closed. By
providing a ground path, the PCM energizes the solenoid which then allows vacuum to pass to the EGR valve. The PCM control of
the EGR is based on the following inputs:
• Engine coolant temperature - above 25°C.
• TP - “OFF” idle.
• MAP.
DTC 32 will detect a faulty solenoid, vacuum supply, EGR valve or plugged passage. This chart checks for plugged EGR
passages, a sticking EGR valve, or a stuck open or inoperative solenoid.

Chart Test Description: Number(s) below refer to

circled number(s) on the diagnostic chart.
1. Checks for solenoid stuck open.
2. Checks for solenoid always being energized.
3. Grounding test terminal should energize solenoid and
vacuum should drop.
4. Negative backpressure valve should hold vacuum with
engine “OFF.”
5. When engine is started, exhaust backpressure should cause
vacuum to bleed off and valve to fully close.
 ON-VEHICLE SERVICE
9 Important
Do Not wash EGR valve in solvents or degreaser -
permanent damage to valve diaphragm may result. Also,
sand blasting of the valve is not recommended since this
can affect the operation of the valve.

EGR VALVE
Figure 9B-4

|»+| Remove or Disconnect

1. EGR valve vacuum tube at valve.
2. Bolts or nuts.
3. EGR valve and gasket from manifold. Discard gasket.

EGR MANIFOLD PA SSA G E

1% Inspect
* If EGR passage indicates excessive build-up of deposits,
the passage should be cleaned. Care should be taken to
ensure that all loose particles are completely removed to
prevent them from clogging the EGR valve or from being
ingested into the engine.

TQi Clean
1. With a wire wheel, buff the exhaust deposits from the
mounting surface and around the valve.
Look for exhaust deposits in the valve outlet. Remove EGR VACUUM SOLENOID WITH NEGATIVE
deposit build-up with a screwdriver. B A C K P R E SSU R E AND EGR VALVE
3. Clean mounting surfaces of intake manifold and valve Figures 9B-3 and 9B-4
assembly.
Remove or Disconnect
Install or Connect 1. Negative battery cable.
1. New EGR gasket. 2. Electrical connector at solenoid.
2. EGR valve to manifold. 3. Vacuum hoses.
3. Bolts or nuts. 4. Bolt(s) and solenoid.
4. Vacuum tube to valve
|»+[ Install or Connect
SYSTEM H O SES 1. Solenoid.
2. Vacuum hoses.
Refer to “Vehicle Emission Control Information” label for
3. Electrical connector.
routing of system hoses.
4. Negative battery cable.
When replacing hoses, use hose identified with the word
“Fluoroelastomer.”
PARTS INFORMATION
PART NAME GROUP
Valve, EGR .............................................................. 3.670
Solenoid, EGR Cont ............................................... 3.670
Gasket, EGR Valve ................................................. 3.6801.
 3 5

1 EGR VALVE

2 VACUUM HARNESS
, EGR SOLENOID (MOUNTED ON TOP SIDE
3 OF BRACKET ON G-SERIES)
4 MANIFOLD VACUUM (PORT-J)

5 BOLT-TIGHTEN TO 2 N m (18 lb. in.)

6 HARNESS CONNECTOR
6-9-94
7 BRACKET 73 3460-6E

Figure 9B-4 - Backpressure and EGR System

BLANK
 SECTION 9C
PORT EGR VALVE
CONTENTS
General Description..................................9C-1
Port E G R V alve ................................... 9C-1
E V R V Solenoid with Port E G R Valve ___ 9C-1
Diagnosis ............................................... 9C-2
Results of Incorrect Operation .............. 9C-2
System Check .................................... 9C-2
E G R System Check with Port E G R Valve 9C-4
On-Vehicle Service ___ . . . . . . . . . . . . . . . _____ 9C-6
E G R Valve ................ ........................ 9C-6
E G R Manifold P a s s a g e ......................... 9C-6
System Hoses .................................... 9C-6
E G R (EVRV) Solenoid with Port
E G R V a lv e ................... .................. 9C-6
E G R Filter Cleaning/Replacement .......... 9C-7
Parts Information ..................................... 9C-7

G ENERAL DESCRIPTION
The port EGR valve in this system is operated by vacuum.
The vacuum is modulated by the EVRV solenoid which is
actuated by the control module.

1 EGR VALVE 3 EVRV SOLENOID

2 VACUUM HARNESS 4 MANIFOLD VACUUM
6S 2934-6E

1 EGR VALVE 5 DIAPHRAGM Figure 9C-2 - EGR and EVRV Solenoid

2 EXHAUSTGAS 6 VALVE OPEN
3 INTAKE AIR 7 VALVE CLOSED EVRV SOLENOID WITH PORT EGR VALVE
4 VACUUM PORT 8 SPRING 4S 0536-6E Figure 9C-2
Figure 9C-1 - Port EGR Valve
To regulate EGR flow, a control module controlled
Electronic Vacuum Regulator Valve (EVRV) solenoid is used
PORT EG R VALVE
in the vacuum line. The control module uses information from
Figure 9C-1
the following sensors to regulate the solenoid:
This valve is controlled by a flexible diaphragm which is • Engine Coolant Temperature (ECT) sensor.
spring loaded to hold the valve closed. Vacuum applied to the • Throttle Position (TP) sensor.
top side of the diaphragm overcomes the spring pressure and • PRNDL position.
opens the valve in the exhaust gas port. This allows exhaust gas • Distributor (RPM signal).
to be pulled into the intake manifold and enter the engine The EGR vacuum control has an EVRV solenoid that uses
cylinders. “pulse width modulation.” This means the control module
turns the solenoid “ON” and “OFF” many times a second and
varies the amount of “ON” time (“pulse width”) to vary the
amount of EGR.
 DIAGNOSIS
RESULTS OF INCO RRECT OPERATION
With too much EGR flow at idle, cruise, or cold operation,
any of the following conditions may occur:
• Engine stops after cold start.
• Engine stops at idle after deceleration.
• Vehicle surges during cruise.
• Rough idle.
If the EGR valve should stay open all of the time, the
engine may not idle.
• DTC 32 may set (refer to SECTION 3A).
Too little or no EGR flow allows combustion temperatures
to get too high during acceleration and load conditions. This
could cause:
• Spark knock (detonation).
• Engine overheating.
SYSTEM CHECK
Diagnosis of the EGR system is covered in the following
charts. These charts begin on Page 9C-4.
BLANK
 TO EGR VALVE
PCM

gyjfe
MANIFOLD
VACUUM

EGR
L m J IGNITION FEED
439 PNK
ECM-I

20A
T0
-► IG N IT IO N
SWITCH EGRCONTROL
SOLENOID
N.C. DRIVER CIRCUIT 435 GRY
O l

H r j GROUND CIRCUIT
VENT FILTER SOLID STATE ! 451
CIRCUITRY , BLK/WHT
_____________________________________________ i
EVRV SOLENOID ASSEMBLY
1 6-1-94
PS 17466

EGR SYSTEM CHECK

WITH PORT EGR VALVE
Circuit Description:
The control module operates an EVRV solenoid to control the Exhaust Gas Recirculation (EGR) valve. This EVRV solenoid is
normally closed. By providing a ground path, the control module energizes the EVRV solenoid which then allows vacuum to pass
the EGR valve.
The control module monitors EGR effectiveness by de-energizing the EVRV solenoid, thereby, shutting “O F F ’ vacuum to the
EGR vale diaphragm. With the EGR valve closed and H 02S fluctuating normally, fuel integrator counts will be greater than they
were during normal EGR operation. If the change is not within the calibrated window, a DTC 32 will be set.
The control module will check EGR operation when:
• Engine speed is greater than 1600 RPM.
• Engine vacuum is between 20 and 60 kPa (6" and 18" Hg).
• No change in throttle position while test is being performed.

Chart Test Description: Number(s) below refer to Diagnostic Aids: Before replacing control module, use
circled number(s) on the diagnostic chart. ohmmeter and check resistance of each control module
1. With the ignition “ON,” engine stopped, the EVRV
controlled relay and solenoid coil.
solenoid should not be energized and vacuum should not
Refer to “Control Module Wiring Diagram” for coil
pass to the EGR valve. The EVRV solenoid will allow
terminal identification of solenoid(s) and relay(s) to be
vacuum to pass to the energizing valve.
checked. Replace any relay or solenoid if the coil resistance
2. Checks for plugged EGR passages. If passages are
measures less than 20 ohms.
plugged, the engine may have severe detonation on
acceleration.
3. The vehicle must be driven during this test in order to
produce sufficient engine load to operate the EGR. Lightly
accelerating (approximately 1/4 throttle) will produce a
large and stable enough reading to determine if the control
module is commanding the system “ON.”
 EGR SYSTEM CHECK
IF ANY DTCs ARE STORED, DIAGNOSE THEM FIRST. WITH PORT EG R VALVE
IF VEHICLE EXHIBITS A ROUGH OR INCORRECT IDLE, REPAIR
IDLE COMPLAINT FIRST. REFER TO SECTION 2.

4-15-93
PS 17467
 ON-VEHICLE SERVICE
Important Install or Connect
Do Not wash EGR valve in solvents or degreaser - 1. New EGR gasket.
permanent damage to valve diaphragm may result. Also, 2. EGR valve to manifold.
sand blasting of the valve is not recommended since this 3. Bolts or nuts.
can affect the operation of the valve. 4. Vacuum tube to valve.
5. Air cleaner.

1 EGR VALVE
2 GASKET
3 STUDS OR BOLTS
4 NUT - TIGHTEN TO 20 N m (15 lb. ft.)
7S 3456-6E
Figure 9C-3 - EGR Valve

EG R VALVE
Figures 9C-3 and 9C-4 1 THROTTLE BODY
2 MANIFOLD VACUUM (PORT-J)
Remove or Disconnect 3 VACUUM HARNESS
1. Air cleaner. 4 EGR VALVE
2. EGR valve vacuum tube at valve.
5 BOLT-TIGHTEN TO 2 N m (18 lb. in.)
3. Bolts or nuts.
4. EGR valve and gasket from manifold. Discard gasket. 6 EVRV SOLENOID MS9181-6E

Figure 9C-4 - EGR and EVRV Solenoid

EG R MANIFOLD PA SSA G E
SYSTEM H O SES
Inspect
Refer to “Vehicle Emission Control Information” label for
* If EGR passage indicates excessive build-up of deposits,
routing of system hoses.
the passage should be cleaned. Care should be taken to
When replacing hoses, use hose identified with the word
ensure that all loose particles are completely removed to
“Fluoroelastomer.”
prevent them from clogging the EGR valve or from being
ingested into the engine.
EGR (EVRV) SOLENOID WITH PORT EGR
VALVE
i| Clean Figure 9C-4 and 9C-5
1. With a wire wheel, buff the exhaust deposits from the
mounting surface and around the valve. |»+| Remove or Disconnect
Look for exhaust deposits in the valve outlet. Remove
1. Negative battery cable.
deposit build-up with a screwdriver.
2. Air cleaner, if necessary.
Clean mounting surfaces of intake manifold and valve
3. Electrical connector at solenoid.
assembly.
4. Vacuum hoses.
5. Bolt(s) and solenoid.
6. Filter, if required.
 + + Install or Connect
1. Filter, if required.
2. Solenoid. Tighten bolts to 24 N m (17 lb. ft.).
3. Vacuum hoses.
4. Electrical connector.
5. Air cleaner, if removed.
6. Negative battery cable.

EGR FILTER CLEANING/REPLACEMENT

1. Grasp and pull filter off with a rocking motion.
2. Push new filter on making sure cut-out for wires is
properly aligned.

PARTS INFORMATION
PART NAME GROUP
Valve, E G R .......................................................... 3.670
Valve, Elect Vac R e g ......................................... 3.670
Gasket, EGR Valve ........................................... 3.680

Figure 9C-5 - EGR Control Solenoid (EVRV)

BLANK
 SECTION 10

TRANSMISSION CONTROLS
CONTENTS
General Description................................. 10-1 4 L 8 0 E ................................................ 10-1
Automatic Transm ission......................... 10-1 Manual Transmission .......... ................ 10-1
4 L 6 0 E ................................................ 10-1

GENERAL DESCRIPTION
AUTOMATIC TRAN SM ISSIO N MANUAL TRANSMISSION
4L60E All manual transmission controls information will be
found in SECTION 10C.
All 4L60E Diagnostic Trouble Codes (DTCs) will be in
SECTION “ 10A”.
All 4L60E hydraulic diagnosis will be in SECTION
7A14A of the appropriate service manual.
All 4L60E unit repair will be in SECTION 7A14B of the
appropriate unit repair manual.

4L80E
All 4L80E Diagnostic Trouble Codes (DTCs) will be in
SECTION “ 10B”.
All 4L80E hydraulic diagnosis will be in SECTION
7A17A of the appropriate service manual.
All 4L80E unit repair will be in SECTION 7A17B of the
appropriate unit repair manual.
BLANK
 SECTION 10A
4L60-E DIAGNOSTIC TROUBLE CODES
(WITH TECH 1® S C A N TOOL D IA G N O ST IC S)
CONTENTS
General Description........................................ 10A- 2
Powertrain Control Module (PCM).............10A- 2
Data Link Connector (DLC)....................... 10A- 2
Wiring Harness and Connectors..................10A- 2
Input Information........................................ 10A- 2
Information Sensors and Switches...........10A- 2
Transmission Fluid Temperature (TFT)
Sensor.................................................. 10A- 4
Transmission Range (TR) Pressure
Switch Assembly................................ 10A- 4
Engine Coolant Temperature (ECT)
Sensor.................................................. 10A- 5
Throttle Position (TP) Sensor..................10A- 5
Transfer Case Select Switch Assembly....10A- 5
Vehicle Speed Sensor (VSS)....................10A- 6
Vehicle Speed Signal (VSS) Buffer
Module................................................ 10A- 6
Brake Switch........................................... 10A- 6
Output Information..................................... 10A- 6
1-2 Shift Solenoid................................... 10A- 6
2-3 Shift Solenoid................................... 10A- 7
3-2 Control Solenoid............................... 10A- 7
Pressure Control Solenoid (PCS).............10A- 7
Torque Converter Clutch (TCC)
Solenoid.............................................. 10A- 7
TCC PWM Solenoid............................... 10A- 8
Electrical Components............................ 10A- 8
Diagnosis........................................................ 10A- 9
PCM Intermittent Diagnostic Trouble
Codes or Performance............................. 10A- 9
Clearing History DTC(s)............................ 10A- 9
On-Board Diagnostic (OBD) System
Check (with Scan Tool)............................10A-10
Transmission TECH 1 Scan Tool Data........10A-12
Transmission TECH 1 Scan Tool Data
Definitions............................................... 10A-13
4L60-E Transmission Fluid Checking
Procedure................................................. 10A-16
Diagnostic Trouble Code (DTC)
Identification........................................... 10A-17
PCM Wiring Diagram
4L60-E Transmission.............................. 10A-19
4WD Low Switch Check............................ 10A-20
Transmission Range (TR) Pressure
Switch Assembly Circuit Check..............10A-22
DTC 24 - Vehicle Speed Sensor (VSS)
Circuit Low (Trans Output Speed Signal).... 10A-24
DTC 28 - Transmission Range (TR) Pressure
Switch Assembly Fault............................... 10A-26
DTC 37 - Brake Switch Stuck “ON” .............. 10A-28
DTC 38 - Brake Switch Stuck “OFF” ............10A-30
DTC 52 - System Voltage High Long.............10A-32
DTC 53 - System Voltage High......................10A-34
DTC 58 - Transmission Fluid Temperature (TFT)
Sensor Circuit Low
(High Temperature Indicated)..................10A-36
DTC 59 - Transmission Fluid Temperature (TFT)
Sensor Circuit High
(Low Temperature Indicated)...................10A-38
DTC 66 - 3-2 Control Solenoid
Circuit Fault................................................ 10A-40
DTC 67 - Torque Converter Clutch (TCC)
Solenoid Circuit Fault................................. 10A-42
DTC 69 - Torque Converter Clutch (TCC)
Solenoid Stuck “ON” .................................. 10A-44
DTC 72 - Vehicle Speed Sensor (VSS) Circuit
Loss (Trans Output Speed Signal)...............10A-46
DTC 73 - Pressure Control Solenoid (PCS)
Circuit (Current Error)................................ 10A-48
DTC 75 - System Voltage Low.......................10A-50
DTC 79 - Transmission Fluid Overtemp........10A-52
DTC 81 - 2-3 Shift Solenoid Circuit Fault..... 10A-54
DTC 82 - 1-2 Shift Solenoid Circuit Fault.....10A-56
DTC 83 - TCC PWM Solenoid Circuit Fault.. 10A-58
On-Vehicle Service......................................... 10A-60
Internal Transmission Components.............10A-60
External Transmission Components............10A-60
Engine Coolant Temperature (ECT)
Sensor......................................................10A-60
Throttle Position (TP) Sensor......................10A-60
Vehicle Speed Sensor (VSS)........................10A-60
Vehicle Speed Signal (VSS)
Buffer Module......................................... 10A-60
PCM Wiring Diagrams and Connector
Terminal End Views.................................10A-60
Special Tools..................................................10A-61
 GENERAL DESCRIPTION
POWERTRAIN CONTROL MODULE (PCM)
Figure 10A-1 12 PIN DLC

o
The Powertrain Control Module (PCM) is an
F E B A
electronic device which monitors various inputs to o H M
control various transmission functions including shift
quality and transmission diagnostics. The PCM T ERM IN A L IDENTIFICATION
receives various input information from sensors,
switches, and components to process for use within
its control program. Based on this input information, G RO U N D TCC (IF USED)
the PCM controls various transmission output
U H DIAG N O STIC T E R M IN A L BRAKE (IF USED)
functions and devices. The PCM is located within the
passenger compartment, underneath the right hand side SERIA L DATA (IF USED) IZ I SERIA L DATA
of the dash.
4-94
DE-051M/L

Figure 10A-2 - Data Link Connector (DLC)

WIRING HARNESS AND CONNECTORS

Figures 10A-3 and 10A-4
A wiring harness electrically connects the PCM
to various sensors, solenoids, and relays within the
system. Many of the connectors used are
environmentally protected because of the system low
voltages and current levels.

Figure 10A-1 - Powertrain Control Module
DATA LINK CONNECTOR (DLC)
Figure 10A-2
This connector is a multiple cavity connector. The
DLC provides the technician a means of accessing
serial data for aid in diagnosis. The DLC allows the
technician to use a scan tool to monitor various systems
and display DTC codes. The DLC connector is located
within the driver’s compartment, normally on the left
side near the steering column.
INPUT INFORMATION
INFORMATION SENSORS AND SWITCHES
The PCM uses the following information sensors
to gather data for electronically controlling
transmission functions.
• Transmission Fluid Temperature (TFT) sensor.
• Transmission Range (TR) pressure switch
assembly.
• Engine Coolant Temperature (ECT) sensor.
• Throttle Position (TP) sensor.
• Transmission or transfer case Vehicle Speed Sensor
(VSS).
• Brake Switch.
 TR A N SM ISSIO N ELECTRICAL CONNECTOR

The transmission electrical connector is a very important part

of the transmission operating system. Any interference with
the electrical connection can cause the transmission to set
Diagnostic Trouble Codes (DTCs) and/or affect proper
operation.
VEHICLE H A R N E S S
The following items can affect the electrical connection:
- Bent pins in the connector from rough handling during
connection and disconnection.
- Wires backing away from the pins or coming uncrimped
(in either internal or external wiring harness).
- Dirt contamination entering the connector when
disconnected.
- Pins in the internal wiring connector backing out of the
connector or pushed out during reconnection.
- Excessive transmission fluid leaking into the connector,
wicking up into the external wiring harness, and degrading
the wire insulation.
- Water/moisture intrusion in the connector.
- Low pin retention in the external connector from excessive
connection and disconnection of the wiring connector
assembly.
- Pin corrosion from contamination.
- Broken/cracked connector assembly.

Points to remember whenworkingwiththe transmission

wiringconnectorassembly:
- To remove the connector, squeeze the two tabs toward
each other and pull straight up (Refer to the illustration).
- Carefully limit twisting or wiggling the connector during
removal. Bent pins can occur.
- D ONO Tpry the connector off with a screwdriver or
other tool.
- To reinstall the external wiring connector, first orient the
pins by lining up the arrows on each half of the connector.
Push the connector straight down into the transmission
without twisting or angling the mating parts.
- The connector should click into place with a positive feel
and/or noise.
- Whenever the transmission external wiring connector is
disconnected from the internal harness and the engine is
operating DTC(s) will set. Clear these DTC(s) after
reconnecting the external connector.
3-94
DE-076
 TRANSMISSION FLUID TEMPERATURE (TFT)
SENSOR
Figure 10A-5
The TFT sensor is a thermistor (a device that
changes resistance according to changes in
temperature) used to indicate transmission fluid
temperature. High sensor resistance produces high
signal input voltage which corresponds to low fluid
temperature. Low sensor resistance produces low
signal input voltage which corresponds to high fluid
temperature. The PCM uses the TFT sensor signal
input to determine the following:
• TCC apply and release schedules.
• Hot mode determination.
• Shift quality.
The TFT sensor is part of the transmission range
fluid pressure switch assembly and is attached to the
control valve body within the transmission.

TRANSMISSION RANGE (TR) PRESSURE

SWITCH ASSEMBLY
Figure 10A-5
This device is a set of five pressure switches (two
normally closed and three normally open), that detect
fluid pressure within the valve body passages. The five
CAVITY FUNCTION pressure switches are connected to three signal circuits
A 1-2 SHIFT SO LEN O ID (LOW) referred to as range signals A, B, C.
B 2-3 SHIFT SO LEN O ID (LOW)
Valid Combination Chart
C PR E SSU R E CONTROL SO LEN O ID (HIGH)
Range Signal A B C
D PR E SSU R E CONTROL SO LEN O ID (LOW)
Park OFF ON OFF
E BOTH SHIFT SO LEN O ID S, TCC SO LENOIDS, Rev ON ON OFF
A N D 3-2 CO NTROL SO LEN O ID (HIGH)
Neutral OFF ON OFF
L T R A N S M IS S IO N FLUID TEM PERATU RE D4 OFF ON ON
(HIGH) D3 OFF OFF ON

M T R A N S M IS S IO N FLUID TEM PERATU RE D2 OFF OFF OFF

(LOW) D1 ON OFF OFF

N RANGE SIG N A L " A " Illegal ON OFF ON

Illegal ON ON ON
P RANGE SIG N A L "C "

R RANGE SIG N A L " B "

S 3-2 CONTROL SO LEN O ID (LOW)
T TCC SO LEN O ID CO NTROL CIRCUIT
U TCC PW M SO LEN O ID CONTROL CIRCUIT
3-94
DE-052
The combination of pressure switch states
determine the voltage signal (B+ or 0) on each range
signal to the PCM. These three range signals are then
interpreted by the PCM to indicate the transmission
range selected. The transmission range fluid pressure
switch assembly contains the transmission fluid
temperature sensor and attached to the control valve
body within the transmission.
 to high engine coolant temperature. The PCM uses
the ECT sensor signal to determine the TCC apply
and release schedules. The ECT sensor is attached to
the engine assembly.

THROTTLE POSITION (TP) SENSOR

The Throttle Position (TP) sensor is a
potentiometer (a device for measuring an unknown
voltage or potential difference by comparison to a
standard voltage). The TP sensor sends a voltage to
the control module, varying from (approximately .5
volts) to (approximately 5 volts). This voltage signal
to the control module represents throttle shaft angle.
TOP At closed throttle, the signal voltage to the control
module is approximately .5 volts. As the throttle shaft
u
angle increases the signal voltage increases to greater
o » than 4.5 volts at wide open throttle. The TP sensor is
o c
O r
attached to the throttle body assembly.
° -J
m TRANSFER CASE SELECT SWITCH ASSEMBLY
MECHANICAL SHIFT - This switch assembly is
T R A N SM IS S IO N FLUID used to indicate the position of the transfer case select
TEM PERATU RE (TFT) S E N S O R 3-94
DE-054
lever. When four wheel drive (4WD) low is selected a
ground path is provided, changing the 4WD low input
Figure 10A-5 - Transmission Range (TR) Pressure
signal from B+ to 0 voltage at the PCM. The 4WD
Switch Assem bly low switch signal input is used to correct the
transmission output speed signal from the VSS buffer
module to the PCM, to compensate for the transfer
ENGINE COOLANT TEMPERATURE (ECT) case gear reduction. This 4WD low switch is attached
SENSOR to the transfer case.
Figure 10A-6
The Engine Coolant Temperature (ECT) sensor is
a thermistor (a device that changes resistance
according to change in temperature) used to indicate
engine coolant temperature. High sensor resistance
produces signal input voltage which corresponds to
low engine temperature. Low sensor resistance
produces low signal input voltage which corresponds

Figure 10A-6 - Engine Coolant Tem perature (ECT)

Sensor
VEHICLE SPEED SENSOR (VSS)
Figure 10A-7 (2WD) and 10A-8 (4WD)
This device contains a permanent magnet
surrounded by a coil of wire producing a magnetic
field which is interrupted by rotor teeth pressed on
the output shaft. As the rotor interrupts the magnetic
field, an AC voltage is generated in the circuit. This
device is used to provide an output shaft speed signal
to the control module. The control module uses the
vehicle speed sensor signal input to:
• Calculate vehicle speed, trans output speed,
and TCC slip speed.
• Control shift quality.
The VSS is attached to the output shaft housing.
Figure 10A-7 - Vehicle Speed Sensor (2WD)
VEHICLE SPEED SIGNAL (VSS) BUFFER
MODULE
The vehicle speed signal buffer module (VSS
buffer module) is an electronic device. The VSS buffer
module processes inputs from the vehicle speed sensor
and outputs various signals. The VSS buffer module
outputs a 40 pulse per revolution (PPR) signal. This
CHART
Gear 1-2 Shift 2-3 Shift
Solenoid Solenoid
1 ON ON
2 OFF ON
3 OFF OFF
4 ON OFF
40 PPR signal is used by the control module to
determine transmission output speed. The VSS buffer
module also outputs a 2002 pulses per mile signal to
the control module to control various other functions.
The VSS buffer module is matched to the vehicle based
on transmission, final drive ratio and tire size. The
VSS buffer module is located on the right hand side
of instrument panel attached to the PCM bracket.
BRAKE SWITCH
This electrical switch is used to indicate brake
pedal status. This switch is normally closed when the
brake pedal is not applied. When the brake pedal is
applied the switch will open, changing the signal to
the PCM. The PCM uses this signal to de-energize
the TCC solenoid when brake pedal is applied. The
brake switch is located on the brake pedal mounting
bracket.
OUTPUT INFORMATION
Based on input information, the PCM controls
various transmission output functions and devices
• 1-2 Shift Solenoid.
• 2-3 Shift Solenoid.
• 3-2 Control Solenoid.
• Pressure Control Solenoid (PCS).
• TCC Solenoid.
• TCC PWM Solenoid.
1-2 SHIFT SOLENOID
Figure 10A-9
This electrical device is used to control fluid flow
acting on the 1-2 and 3-4 shift valves. The solenoid is
a normally open exhaust valve that is used with the
2-3 shift solenoid to allow four different shifting
combinations. The solenoid is attached to the control
valve body within the transmission.

2-3 SHIFT SOLENOID
Figure 10A-9
This electrical device is used to control fluid flow
acting on the 2-3 shift valves. The solenoid is a
normally open exhaust valve that is used with the 1-2
shift solenoid to allow four different shifting
combinations. The solenoid is attached to the control
valve body within the transmission.
3-2 CONTROL SOLENOID
Figure 10A-10
This electrical device is used to control fluid flow
acting on the 3-2 shift valve, which then controls the
2-4 band apply rate and 3-4 clutch release rate. It is a
pulse width modulated solenoid that operates on a
negative duty cycle. This solenoid controls the 3-2
downshift feel and is attached to the control valve body
within the transmission.
Figure 10A-10 - 3-2 Control Solenoid
PRESSURE CONTROL SOLENOID (PCS)
Figure 10A-11
This electrical device is used to control fluid line
pressure by controlling actuator feed limit fluid flow
acting on an internal spool valve and spring pressure.
The solenoid is a normally closed solenoid valve that
controls fluid pressure when operating on a duty cycle.
The solenoid is attached to the control valve body
within the transmission.
1 PRESSU RE CONTROL SO LEN O ID
3-94
2 ELECTRICAL CO NN ECTO RS q e -059
Figure 10A-11 - Pressure Control Solenoid (PCS)
TORQUE CONVERTER CLUTCH (TCC)
SOLENOIDS
The 4L60-E transmission is equipped with two
Torque Converter Clutch (TCC) solenoids. One
solenoid is a normally open ON/OFF solenoid and the
other is a normally closed Pulse Width Modulated
(PWM) solenoid that operates on a negative duty cycle.
Torque Converter Clutch (TCC) Solenoid
Figure 10A-12
This electrical device is used to control fluid acting
on the TCC converter clutch valve, which then controls
TCC apply and release. This solenoid is attached to
the transmission case assembly extending into the
pump cover. This normally open ON/OFF TCC
solenoid is used in combination with the TCC control
solenoid to provide a complete TCC engagement when
necessary.
Torque Converter Clutch (TCC) PWM Solenoid
Figure 10A-13
This electrical device is used to control fluid acting
on the TCC converter clutch valve, which then controls
TCC apply and release. This solenoid is attached to
the control valve body within the transmission. The
TCC PWM solenoid is used to provide smooth
engagement of the torque converter clutch by operating
on a negative duty cycle percent of “ON” time.

Figure 10A-13 - Torque Converter Clutch (TCC) PWM

Solenoid

1 W IRING H A R N E S S A S S E M B L Y 5 3-2 CONTROL SO LEN O ID

2 P R E SSU R E CO NTROL SO LEN O ID
3 1-2 SHIFT SO LEN O ID
4 2-3 SHIFT SO LEN O ID
6 TORQUE CONVERTER CLUTCH SO LEN O ID
7 TORQUE CONVERTER CLUTCH (TCC) PW M SO LEN O ID
8 T R A N SM ISSIO N RAN G E (TR) P R E SSU R E SW ITCH A S S E M B L Y
9 T R A N SM ISSIO N FLUID TEM PERATU RE S E N SO R
(PART OF TR PR E SSU R E SW ITCH A S S E M B L Y )
3-94
DE-062
 DIAGNO SIS
The PCM is equipped with a self diagnostic feature PCM INTERMITTENT DIAGNOSTIC TROUBLE
that detects system failures and aids the technician in CODES OR PERFORMANCE
locating a faulty circuit. The PCM has memory for
comparing the various input information to The DTC charts in this section determine if there
programmed information. These conditions are is a fault within the circuit. The fault must be present
described on the facing page of each Diagnostic to locate the problem. If an intermittent condition
Trouble Code (DTC) chart. If a value is not within the occurs, a DTC will be stored in history status, but the
PCM parameters, a DTC will set and default values circuit check will indicate a normal condition. Most
may be used. intermittent conditions are usually a faulty connection
or component. When diagnosing intermittents,
The PCM will continually perform a self diagnosis thoroughly check the suspected circuit for:
check. The PCM can be requested to display any stored
DTC(s) by using a scan tool or manually grounding • Poor terminal tension.
the diagnostic test terminal. When the diagnostic test • Poor seating of connector halves.
terminal of the Data Link Connector (DLC) is • Poor terminal to wire connection.
grounded, the PCM will check the engine speed circuit • Improperly formed or damaged terminals.
input, if the voltage is zero, the PCM will flash • Improperly installed electrical options.
DTC 12 and any other DTC(s) stored. If DTC 12 will
not flash, refer to CHART A-l or CHART A-2 in • Faulty PCM power or ground connection.
SECTION 3 for further diagnostic information. • Intermittent short or open.
• Electrical system surges caused by a defective
| V | Important relay, solenoid, or switch. Normally these
conditions will occur when the faulty
• Always refer to the “On-Board Diagnosis (OBD) component is operated.
System Check” before proceeding to diagnose the
system.
CLEARING HISTORY DTC(s)
The scan tool will display all stored DTC(s) in All history DTC(s) can be cleared after all repairs
current or history status. A DTC 12 is not a fault have been completed in the following ways:
condition with the ignition “ON,” engine “OFF.” 1. With a scan tool.
When the manual grounding procedure is used, the 2. By removing voltage from the PCM.
MIL will flash all DTC(s) stored in the PCM memory 3. Fifty ignition cycles with fault removed.
(current and history). The DTC charts assume the DTC
is in current status. If the DTC is in history status, the
fault may be an intermittent. An “intermittent” DTC
is one which will not reset during the current ignition
cycle. The facing page of a DTC chart will contain
“DIAGNOSTIC AIDS” to help locate intermittent
conditions.
If a visual (physical) check does not locate the
cause of the fault, J 39200 DVM can be used to test
the suspected circuit. The J 39200 DVM can be used
to check for opens or shorts:
• SHORT TO VOLTAGE - Connect J 39200 to
a known good ground on the DC voltage scale.
• SHORT TO GROUND - Connect J 39200 to
a known good B+ on the DC voltage scale.
• OPEN CIRCUIT - Connect J 39200 to each
end of the circuit on the ohms scale with
voltage removed from the circuit.
 ON-BOARD DIAGNOSTIC (OBD) SYSTEM CHECK
(WITH TECH 1 SCAN TOOL)
Circuit Description:
The on-board diagnostic system check is an organized approach to identifying a problem created by a
control module system malfunction. It must be the starting point for any driveability complaint diagnosis, because
it directs the service technician to the next logical step in diagnosing the complaint. Understanding the chart and
using it correctly will reduce diagnostic time and prevent the unnecessary replacement of good parts.

Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This step is a check for the proper operation of the MIL (Malfunction Indicator Lamp). The MIL should be
“ON” steady.
2. Use Techl to aid diagnosis, therefore, serial data must be available. If a PROM (MEM-CAL) error is present,
the PCM may have been able to flash DTC 12/51, but not enable serial data.
3. Although the PCM is powered up, a “Cranks But Will Not Run” symptom could exist because of a PCM or
system problem.
4. This step will isolate if the customer complaint is a MIL or a driveability problem with no MIL. Refer to
“Diagnostic Trouble Code Identification” in this section for a list of valid DTC(s). An invalid DTC may be
the result of a faulty scan tool, PROM (MEM-CAL) or PCM.
5. Comparison of actual control system data with the Typical Tech 1 Data Values is a quick check to determine
if any parameter is not within limits. Keep in mind that a base engine problem (i.e., advanced cam timing)
may substantially alter sensor values.
 ON-BOARD DIAGNOSTIC (OBD)
SYSTEM CHECK
(WITH TECH 1 SCAN TOOL)

© n

©
 If after completing the On-Board Diagnostic (OBD) system check and finding the TECH 1 Scan Tool
diagnostics functioning properly and no DTC(s) displayed, the “Transmission TECH 1 Scan Tool Values” may
be used for comparison with values obtained on the vehicle being diagnosed. The “Transmission TECH 1 Scan
Tool Values” are an average of display values recorded from normally operating vehicles and are intended to
represent what a normally functioning system would display.
A SCAN TOOL THAT DISPLAYS FAULTY DATA SHOULD NOT BE USED, AND THE
PROBLEM SHOULD BE REPORTED TO THE MANUFACTURER. THE USE OF A
FAULTY SCAN TOOL CAN RESULT IN MISDIAGNOSIS AND UNNECESSARY PARTS
REPLACEMENT.
Only the parameters listed below are used in this manual for diagnosing. If a scan tool displays other
parameters, the values are not recommended by General Motors for use in diagnosing. For further description
on the values and use of the TECH 1 Scan Tool to diagnose PCM inputs, refer to “General Description.” If all
values are within the range illustrated, refer to SECTION 7A14A (4L60-E) or 7A17A (4L80-E) “Functional
Test Procedure.”
TRANSMISSION TECH 1 SCAN TOOL DATA
Idle / Lower Radiator Hose Hot / Closed Throttle / Park or Neutral / Closed L oo d / Accessories Off
SCAN Position Units Displayed Typical Data Value Refer to Section
Engine Speed RPM ±50 RPM from Desired 3
Trans Output Speed RPM ORPM 10A/10B
Eng Cool Tamp C°/F° 85°C - 105°C (185°F - 221°F) 3
Trans Fluid Temp C °/F 0 82°C - 94°C (180°F - 200°F) 10A/10B
Throt Position Volts 0.3 - 0.9V 3
Throttle Angle Percentage 0% 3
# A/B/C RNG Off/On Off/On/Off 10A
* A/B/C RNG Off/On On/Off/On 10B
Trans Range Sw Invalid, Rev,
Drive 4, 3, 2, Low,
Park/Neut Park/Neut 10A/10B
Commanded Gear 1-4 1 10A/10B
# Adaptable Shift No, Yes No 10A
1-2 Sol, 2-3 Sol Off/On On/On 10A/10B
CTR FDBK 1/2 2/3 Off/On On/On 10A/10B
* Trans Input Speed RPM ± 50 RPM of Engine Speed 10B
# 3-2 Control Sol Percentage 0% 10A
# 3-2 Control FDBK Off/On Off 10A
Hot Mode No, Yes No 10A/10B
TCC PWM Solenoid Percentage 0% 10A/10B
TCC Slip Speed RPM ± 50 RPM from Engine Speed 10A/10B
# TCC Solenoid Off/On Off 10A
# CTR FDBK TCC Sol Off/On Off 10A
Desired PCS Amps 1.01 Amps 10A/10B
Actual PCS Amps 1.01 Amps 10A/10B
PCS Duty Cycle Percentage 40% - 60% 10A/10B
MPH Km/h 0-255 0 10A/10B
4WD Low Switch No, Yes No 10A/10B
Cruise Engaged No, Yes No 9B
TCC Brake Switch Open/Closed Closed 10A/10B
Kickdown Enabled No, Yes No 10A/10B
* Trans Gear Ratio Ratio 0.00 10B
* Turbine Speed RPM ±50 RPM of Engine Speed 10B
1-2 Shift Time Seconds 0 10A/10B
2-3 Shift Time Seconds 0 10A/10B
# 1-2 Shift Time Error Seconds 0 10A
# Curr Adapt Cell % TP Not Used 10A
Trans Calib ID 0-65535 Internal ID 10A/10B
System Voltage Volts 12.0- 14.5V 10A/10B
# 4L60-E * 4L80-E
 T R A N SM ISSIO N TECH 1 SCAN TOOL DATA DEFINITIONS
ENGINE SPEED - Scan tool displays 0 RPM to
8191 RPM. - This parameter indicates the rotational
speed of the engine expressed as revolutions per
minute.
TRANS OUTPUT SPEED - Scan tool displays
0 RPM to 8191 RPM. - This parameter indicates the
rotational speed of the transmission output shaft
expressed as revolutions per minute.
E N G IN E (ENG) C O O LA N T (COOL)
TEMPERATURE (TEMP) - Scan tool displays a
range of -40°C to 151°C and -40°F to 304°F. -
This parameter is the input signal of the engine coolant
temperature sensor. Engine coolant temperature is high
(1.51 °C) when signal voltage is low (0 volt), and engine
coolant temperature is low (-40°C) when signal voltage
is high (5 volts).
TRANS FLUID TEMP - Scan tool displays a
range of -40°C to 151°C and -40°F to 304°F. -
This parameter is the input signal of the transmission
fluid tem perature sensor. Transmission fluid
temperature is high (151°C) when signal voltage is
low (0 volt), and transmission fluid temperature is low
(-40°C) when signal voltage is high (5 volts).
THROTTLE (THROT) POSITION - Scan tool
displays a range of 0.00 volt to 5.10 volts. -
This parameter indicates the signal input of the throttle
position sensor circuit. Low voltage (approximately
.3V to 1.3V) indicates closed throttle, high voltage
(approximately greater than 4.5 V) indicates wide open
throttle.
THROTTLE ANGLE - Scan tool displays a range
of 0% to 100%. - This parameter indicates the signal
input of the throttle position sensor circuit. 0% throttle
angle (low voltage) indicates closed throttle, 100%
throttle angle (high voltage) indicates wide open
throttle.
A /B/C RANGE (RNG) - Scan tool displays
"O N "/"O F F ," "O N "/"O FF ," "O N "/"O F F " -
These parameters are the three inputs from the
transmission range pressure switch assembly. “ON”
represents a B+ voltage signal, “OFF” represents a 0
voltage signal.
TRANS RANGE SWITCH (SW) - Scan tool
displays a range of invalid, Park/Neutral,
Reverse, Drive 4, Drive 3, Drive 2, and Low. -
This parameter is the decoded status of the three A/B/
C range inputs from the transmission range pressure
switch assembly and represents the position of the
transmission manual valve.
COMMANDED GEAR - Scan tool displays a
range of 1,2 ,3 , or 4. - This parameter is the decoded
commanded state of the 1-2 and 2-3 shift solenoids.
Gear 1 = “ON,” “ON ” Gear 2 = “OFF,” “ON.” Gear =
“OFF,” “OFF.” Gear 4 = “ON, “OFF.”
ADAPTABLE SHIFT - This value indicates if the
current shift will update the 1-2 adapt tables. The adapt
tables are used to modify line pressure. The following
items cause a shift not to be adaptable:
• Braking pressure (manual gear ranges).
• Long shift delay (shift delay is the time the
solenoid changes state until the shift starts).
• Long shift time.
• Throttle range.
• Significant throttle angle change.
• Hot mode.
• Transmission fluid temperature range.
• Manual gear ranges (Dl, D2).
• If shift starts too soon after the solenoid state
change.
• Diagnostic failures - 21, 22, 24, 28, 53, 58, 59,
72, 73,75,79, 81, or 82.
• Time since last shift.
• Time since the last range change.
• Significant vehicle speed change.
1-2 SOLENOID (SOL) / 2-3 SOLENOID (SOL) -
Scan tool displays "O N "/"O F F ." - These
parameters are the commanded status of the 1-2 and
2-3 shift solenoids. “ON” represents a commanded
energized state (current flowing through solenoid).
“OFF” represents a commanded non-energized state
(current not flowing through solenoid).
CONTROL (CTR) FEEDBACK (FDBK) 1/2 2/3 -
Scan tool displays "O N "/"O F F ." - These
parameters are the actual states of the 1-2 and 2-3 shift
solenoid driver control circuits. “ON” represents a
driver control signal at 0 voltage. “OFF” represents a
driver control signal at B+ voltage.
3-2 CONTROL SOLENOID (SOL) - Scan tool
displays a range of 0% to 100%. - This parameter
is the commanded percentage of “ON” time of the 3-2
control solenoid. 0% represents a completely “OFF”
(non-energized) commanded state. 100% represents an
“ON” (energized) commanded state.
3-2 CONTROL (CTR) FEEDBACK (FDBK) - Scan
tool displays "ON"/"OFF." - This parameter is the
actual state of the 3-2 control solenoid driver control
circuit. “ON” represents a driver control signal at 0
voltage. “OFF” represents a driver control signal at
B+ voltage. The 3-2 control solenoid feedback will
normally vary “ON”/“OFF” under normal operating
conditions.
HOT MODE - The scan tool will display this value
either “ON” or “OFF.” When displayed “ON,” the
transmission fluid temperature has become greater than
135°C and the following actions will occur:
1. The TCC will engage in fourth gear, except when
the brakes are applied, low TP signal, or a DTC
is stored.
2. When the fluid temperature obtains 150°C but,
less than 154°C for 15 minutes, DTC 79 will set.
When DTC 79 is set, TCC application will still
occur in the same criteria as when hot mode
started.
3. When fluid temperature increases from 150°C for
1 second, in a time period less than 15 minutes,
DTC 79 will not set. DTC 58 will set when
transmission fluid temperature is greater than
154°C for 1 second.
4. When DTC 58 is set and in hot mode, the vehicle
will retain hot mode criteria until the next ignition
cycle.
5. If fluid temperature cools from 135°C down to
less than 125°C, hot mode criteria will
discontinue.
TCC SLIP SPEED - Scan tool displays a range
of -4096 RPM to +4095 RPM. - This parameter is
the difference between transmission input speed and
engine speed. A negative value indicates engine speed
is less than input speed (deceleration). A positive value
indicates engine speed is greater than input speed
(acceleration). A value of zero indicates input speed is
equal to engine speed (TCC applied).
TCC SOLENOID - Scan tool displays "O N "/
"OFF." - This parameter is the commanded state of
the TCC solenoid. “ON” indicates a commanded
energized state (current flowing through the solenoid).
“OFF” indicates a commanded non-energized state
(current not flowing through the solenoid).
TCC PWM SOLENOID - Scan tool displays a
range of 0% to 100%. - This parameter is the
commanded percentage of “ON” time of the TCC
solenoid. 100% represents an “ON” (energized)
commanded state. 0% represents (non-energized)
commanded state.
CONTROL (CTR) FEEDBACK (FDBK) TCC SOL
- Scan tool displays "ON/"OFF." - This parameter
is the actual state of the TCC solenoid driver control
circuit. “ON” indicates a driver control signal at
0 voltage. “OFF” indicates a driver control signal at
B+ voltage.
DESIRED PRESSURE CONTROL SOLENOID
(PCS) - Scan tool displays a range of 0.00 amp
to 1.10 amps. - This parameter is the commanded
current of the pressure control solenoid circuit. 0.00
amp (no current flow) indicates commanded higher
line pressure. 1.10 amps (high current flow) indicates
commanded lower line pressure.
ACTUAL PRESSURE CONTROL SOLENOID
(PCS) - Scan tool displays a range of 0.00 amp
to 1.10 amps. - This parameter is the actual current
of the pressure control solenoid circuit at the control
module. 0.00 amp (no current flow) indicates actual
high line pressure.
PRESSURE CONTROL SOLENOID (PCS) DUTY
CYCLE - Scan tool displays a range of 0% to
100%. - This parameter is the commanded state of
the pressure control solenoid expressed as a percent
of energized on time. 0% indicates zero on time (non­
energized) or no current flow. 100% indicates
maximum on time (energized) or high current flow.
Normal operations range is 0%-60%.
MPH Km/h - Scan tool displays a range of
0 mph to 255 mph. - This parameter is the input
signal from the vehicle speed sensor.
FOUR WHEEL DRIVE (4WD) LOW SWITCH -
Scan tool displays NO/YES. - This parameter is
the signal state of the four wheel drive low circuit. NO
indicates a B+ voltage signal (4WD low not requested),
YES indicates a 0 voltage signal (4WD low requested).
CRUISE ENGAGED - Scan tool displays NO/
YES. - This parameter is the signal state of the cruise
control “ON”/“OFF” switch. NO indicates a 0 voltage
signal (cruise control not requested). YES indicates a
B+ voltage (cruise control requested).
TCC BRAKE SWITCH - Scan tool displays
OPEN/CLOSED. - This parameter indicates the state
of the TCC brake switch circuit input. Open indicates
a 0 voltage input (brake switch open, brake pedal
applied). Closed indicates a B+ voltage input (brake
switch closed, brake pedal released).
KICKDOWN ENABLED - (Above approximately
75% TPS) - Scan tool displays NO/YES. - This
parameter indicates whether enabling conditions exist
for an acceleration mode downshift. NO indicates
enabling conditions (throttle position, vehicle speed,
input speed, etc.) do not exist for an acceleration mode
downshift. YES indicates enabling conditions exist for
an acceleration mode downshift.
1-2 SHIFT TIME - Scan Tool displays a range
of 0.00 seconds to 6.38 seconds. - This parameter
is the actual time of the last 1-2 shift. These are accurate
unless adaptable indicates YES.
2-3 SHIFT TIME - Scan tool displays a range
of 0.00 seconds to 6.38 seconds. - This parameter
is the actual time of the last 2-3 shift. Please refer to
road test procedure in section 7A14A to achieve
accurate 2-3 shift time. 2-3 shift time is normally
between 0.3 sec and 1.35 sec.
1-2 SHIFT ERROR - Scan tool displays a range
of 0.00 seconds to 6.38 seconds. - This parameter
is the difference between the desired 1-2 shift time
and the actual 1-2 shift time.
CURRENT (CURR) ADAPT CELL - Scan tool
displays a range of NOT USED, 25% TP CELL,
40% TP CELL and 70% TP CELL. - This parameter
indicates the current throttle position cell used for fluid
line pressure modification (adaptation). N/A represents
0% to 25% throttle angle. 25% TP CELL represents
25% to 39% throttle cell. 40% TP CELL represents
40% to 70% throttle angle. 70% TP CELL represents
70% to 100% throttle angle.
TRANS CALIBRATION (CALIB) ID - Scan tool
displays a range of 0000 to 9999. - This parameter
is the four digit identification of the transmission
software calibration.
SYSTEM VOLTAGE - Scan tool displays 0.00
volt to 25.5 volts. - This parameter is the battery
ignition voltage input to the control module.
 4L60-E TRANSMISSION FLUID CHECKING PROCEDURE
1. Warm the transmission to operating temperature by driving the vehicle about 15 miles (24 km). Operating temperature is
180-200°F (82-94°C).
2. Park vehicle on a level surface, place shift lever in “P” park and apply the parking brake.
3. Check fluid level on the dipstick (read the lower level).
4. If fluid level is low, DEXRON®-III Automatic Transmissions Fluid is preferred, if unavailable DEXRON®-IIE is
acceptable, add only enough to bring the fluid level into the hot area.
* It is important to check fluid level when the transmission has reached operating temperature. The hot range is calibrated
to correspond to the correct fluid level range for fluid between 180 and 200°F (82-94°C).

COLD
i

HOT CHECK RANGE (180-200°F, 82-94°C)

RH0008-4L60-E-R1

Fluid Checking Procedure

 DIAGNOSTIC TROUBLE CODE (DTC) IDENTIFICATION
The MIL (Malfunction Indicator Lamp) will be “ON” if an emission malfunction exists. If the
malfunction clears, the lamp will go “OFF” and the DTC will be stored in the PCM. Any DTC(s) stored
will be cleared if no problem recurs within 50 engine starts.

J] Important

All DTC(s) with the sign * are transmission related DTC(s) and have descriptions, diagnostic charts
are in SECTION 10A. Remember, always start with the lowest numerical engine DTC first. When diagnosing
some engine DTC(s), other transmission symptoms can occur.

DTC NUMBER AND SECTION DTC NUMBER AND SECTION

NAME NAME
DTC 13 - Oxygen 02S Sensor 3A * DTC 28 - Transmission 10A
Circuit (Open Circuit) Range (TR) Pressure
Switch Assembly Fault
DTC 14- Engine Coolant 3A
Temperature (ECT) Sensor DTC 32 - Exhaust Gas 3A
Circuit Low (High Recirculation (EGR) System
Temperature Indicated)
DTC 33 - Manifold 3A
DTC 15 - Engine Coolant 3A Absolute Pressure (MAP)
Temperature (ETC) Sensor Sensor Circuit
Circuit High (Low High (Low Vacuum)
Temperature Indicated)
DTC 34 - Manifold 3A
DTC 16 - Vehicle Speed 3A Absolute Pressure (MAP)
Signal (VSS) Buffer Fault Sensor Circuit
(Vehicle Speed Signal) Low (High Vacuum)
DTC 21 - Throttle Position 3A DTC 35 - IAC Error 3A
(TP) Sensor Circuit High
(Signal Voltage High) * DTC 37 - Brake Switch 10A
Stuck “ON”
DTC 22 - Throttle Position 3A
(TP) Sensor Circuit Low * DTC 38 - Brake Switch 10A
(Signal Voltage Low) Stuck “OFF”

DTC 23 - Intake Air 3A DTC 41 - IX Signal Error 3A

Temperature (IAT) Sensor DTC 42 - Ignition Control 3A
Circuit High (Low (IC) Error
Temperature Indicated)
DTC 43 - Knock Sensor 3A
* DTC 24 - Vehicle Speed 10A (KS) Circuit
Sensor (VSS) Circuit Low
(Trans Output Speed Signal) DTC 44 - Lean Exhaust 3A
DTC 25 - Intake Air 3A DTC 45 - Rich Exhaust 3A
Temperature (IAT) Sensor
Circuit Low (High
Temperature Indicated)

3-94
DE-065
 DIAGNOSTIC TROUBLE CODE (DTC) IDENTIFICATION
The MIL (Malfunction Indicator Lamp) will be “ON” if an emission malfunction exists. If the
malfunction clears, the lamp will go “OFF” and the DTC will be stored in the PCM. Any DTC(s) stored
will be cleared if no problem recurs within 50 engine starts.

Important

All DTC(s) with the sign * are transmission related DTC(s) and have descriptions, diagnostic charts
are in SECTION 10A. Remember, always start with the lowest numerical engine DTC first. When diagnosing
some engine DTC(s), other transmission symptoms can occur.

DTC NUMBER AND SECTION DTC NUMBER AND SECTION

NAME NAME
DTC 51 - PROM Error 3A * DTC 72 - Vehicle Speed 10A
(MEM-CAL) Sensor (VSS) Circuit
Loss (Trans Output
* DTC 52 - System Voltage 10A Speed Signal)
High Long
* DTC 73 - Pressure 10A
* DTC 53 - System Voltage 10A Control Solenoid (PCS)
High (Current Error)

DTC 54 - Fuel Pump Relay 3A * DTC 75 - System 10A

Circuit (Low Voltage) Voltage Low

DTC 55 - Faulty PCM 3A * DTC 79 -Transmission 10A

Fluid Overtemp
* DTC 58 - Transmission 10A
Fluid Temperature (TFT) * DTC 81 - 2-3 Shift 10A
Sensor Circuit Low (High Solenoid Circuit Fault
Temperature Indicated)
* DTC 8 2 - 1 - 2 Shift 10A
* DTC 59 - Transmission 10A Solenoid Circuit Fault
Fluid Temperature (TFT)
Sensor Circuit High (Low * DTC 83 - TCC PWM 10A
Temperature Indicated) Solenoid Circuit Fault

* DTC 66 - 3-2 Control 10A

Solenoid Circuit Fault

* DTC 67 - Torque Converter 10A

Clutch (TCC) Solenoid
Circuit Fault

* DTC 69 - Torque 10A

Converter Clutch (TCC)
Solenoid Stuck “ON”

3-94
DE-066
 PCM
TCC PW M
TO RQUE SO LEN O ID
CO NVERTER CONTROL
CLUTCH
(TCC) PW M
SO LEN O ID

BACK VIEW
OF
TCC CO NNECTO R
SO LEN O ID
TO RQUE CONTROL
CONVERTER
CLUTCH
(TCC)
SO LEN O ID
: = =□□= = :
i != □!= £ = :
3-2
SO LEN O ID □ □
3-2 CONTROL □ □
CO NTROL □ □
SO LEN O ID < □ □
□ □

= = = D I= ti =
zz^jn izz
zzznctzz
1-2 SHIFT
SO LEN O ID
CONTROL 32 PIN A-B
CONNECTOR
(RED)

BACK VIEW
2-3 SHIFT OF
SO LEN O ID CONNECTOR
CONTROL

PCS "LOW "

S a g
== = □□= = :
== =□□= =
PCS "HIGH" □ □
□ □
□ □
□ □
□ □

RANGE zzJJU zz:

S IG N A L "A" ===□□= =:
== = □ □ : = :
RANGE
SIG N A L "B" b ^ = d

RANGE 32 PIN A-B

SIG N A L "C" CONNECTOR
(BLUE)

TFT SIG N A L

SEN SO R
G RO U N D

T R A N S M IS S IO N RAN G E (TR)
PR E S SU R E SW ITCH A S S E M B L Y
FWD LOW RANGE
FW D T RAN SFER S IG N A L
C ASE
*REFER TO W IRING (SECTION 3) 6-94
DE-067-C/KG
 4WD LOW SWITCH CHECK
(WITH MECHANICAL SHIFT)
Circuit Description:
The 4WD low circuit consists of a 4WD indicator assembly, a selector switch assembly, front axle switch
and wiring. When the operator moves the transfer case select lever to 4WD low, the selector switch completes
CKT 39 to CKT 150. When the circuit is complete the 4WD low indicator lamp will illuminate, CKT 1694 to
the PCM will change from B+ to zero. The front axle switch will close and complete CKT 1695 to CKT 150.
The front axle switch will modify antilock brakes and illuminate the front axle lamp. The front axle switch does
not effect CKT 1694 signal input to the PCM because the switch is also closed in the 4WD high position. The
4WD low switch signal is used to correct the transmission output speed signal from the Vehicle Speed Signal
(VSS) Buffer Module to the PCM to compensate for transfer case gear reduction.

Action Taken (PCM will default to): No DTC(s) will be set, however, if CKT 1694 is shorted to B+, the
transmission will have late or no upshifts in 4WD low. If CKT 1694 is shorted to ground or open, the transmis­
sion will have an early shift pattern.

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic charts.
1. This test checks for mechanical adjustment and ignition feed.
2. This test checks the integrity of the 4WD low circuit.
3. This test checks the selector switch.

Diagnostic Aids:
For further information, refer to SECTION 7D of the appropriate service manual. For further information
on the 4WD indicator refer to SECTION 8B of the appropriate service manual.
 4WD LOW SWITCH CHECK
(WITH MECHANICAL SHIFT)

©
 PCM
1224 PNK F1 * - V v V —B+
REV N.O. T RANGE
SIGNAL
SIG N A L "A"
LO N.O. ■1225 DK BLU E4 -f-A A A A — B+
D3 N.C. L RANGE
SIGNAL
SIG N A L "B"
1226 RED E5 ♦ w —B+
D2 N.C. T RANGE
D4 N.O. .T R A N SM ISSIO N SIGNAL
SIG N A L "C"
CONNECTOR
1227 YEL/BLK ■ B5 5V
L T F T c;ir;
TFT SIG N A L
T R A N SM ISS IO N FLUID
TEM PERA TU RE (TFT) hrl M 455 P P L — B4
S E N S O R (INTERNAL) SENSO R
G RO U ND
--- J IAT ▼ LINEAR
T R A N S M IS S IO N RANG E (TR) SE N SO R MAP EGR
SE N SO R 6-94
P R E SSU R E SW ITCH A S S E M B L Y DE-072-C/KG

TRANSMISSION RANGE (TR)

PRESSURE SWITCH ASSEMBLY CIRCUIT CHECK
Circuit Description:
The Transmission Range (TR) switch assembly consists of five pressure switches (two normally closed and
three normally open), and a TFT sensor combined into one unit and mounted on the valve body. The PCM
supplies battery voltage to each range signal. By grounding one or more of these circuits through various
combinations of the pressure switches, the PCM detects what manual valve position has been selected by the
vehicle operator. With ignition “ON” and engine “OFF,” P/N will be indicated. When transmission electrical
connector is disconnected, the ground potential for the three range signals to the PCM will be removed, and with
ignition “ON,” D2 will be indicated.

DTCChart Test Description: Number(s) below refer to circled number(s) on the diagnostic charts.
1. This test checks the indicated range signal to the manual valve position actually selected.
2. This test checks for correct voltage from the PCM to the transmission external connector.
3. This test checks for a short to ground from the PCM to the transmission external connector in any one of the
three circuits.

Diagnostic Aids:
Refer to accompanying chart for various A/B/C range
combinations. Check all wiring connectors for proper terminal Range Signal A B C
tension. For current DTC 28, range signal will default to “D4” while Park OFF ON OFF
A/B/C range values continue to read actual “TR Pressure Switch Rev ON ON OFF
Output” for each range selection. Neutral OFF ON OFF
Refer to “TR Pressure Switch Assembly Resistance Check” or D4 OFF ON ON
D3 OFF OFF ON
“Functional Test Procedure” in SECTION 7A14A of the appropriate
D2 OFF OFF OFF
service manual for further information.
D1 ON OFF OFF

Illegal ON OFF ON
Illegal ON ON ON
Expected Readings

"OIM" = 0 volts / "O F F " = B+

 TRANSMISSION RANGE (TR)
PRESSURE SWITCH ASSEMBLY
CIRCUIT CHECK
 V S S SIG N A L BUFFER M O D U LE

2000 V S S INPUT Cl 822 LT GRN/BLK A VEHICLE

PU LSE S SPEED S E N SO R
PER C12 821 PPL/WHT — 8 (VSS)
V S S INPUT
MILE
IGNITION C9 — * IGNITION
VSS
FEED SWITCH PCM
BUFFER
M O DU LE C10

T R A N S OUTPUT F12 T ^ V W - 5V
SPEED C13 — 437 BRN
•— OUTPUT SPEED
40 SIG N A L
PU LSE S V S S OUTPUT C11 F13 t—V sA ^ -
PER REV
V S S BUFFER TO * - VEHICLE
VEHICLI SPEED
H ARNESS V S S OUTPUT C15 — 824 LT BLU/BLK- SPEEDO SIG NAL
NAL
CO NNECTO R
(FRONT VIEW) GROUND C8 — * TO 4WD * - F8 ■j—V W —12V
_L ENGINE
INDICATOR L. iwn
4WD iLOW
nv
SWITCH SIG N A L
* REFER TO PCM W IRING D IA G R A M S IN THE BACK OF GROUNDS 6-94
THIS SECTION FOR CIRCUIT N U M B E R S A N D COLORS. DE-074-C/KG

DTC 24
VEHICLE SPEED SENSO R (VSS) CIRCUIT LOW
(TRANS OUTPUT SPEED SIGNAL)

Circuit Description:
The speed sensor circuit consists of a magnetic induction type sensor, a Vehicle Speed Sensor buffer module,
4WD low switch (when needed), and wiring. Gear teeth pressed onto the output shaft induces an alternating
voltage into the sensor. This signal is transmitted to the VSS buffer module. The VSS buffer module compensates
for various final drive ratios. The VSS buffer module will also convert the AC VSS signal into a 40 Pulse Per
Revolution (PPR) DC signal on CKT 437 to indicate transmission output speed. On 4WD vehicles, the 4WD
low signal will also be used for adjustment of the 40 PPR signal to the PCM.

DTC24 W ill Set W hen:

• Not in P/N. • MAP is less than 100 kPa.
• CKT 437 voltage is constant. • TP is between 10% and 100%.
• Engine speed is greater than 3000 RPM. • All conditions met for 3 seconds.
• Output speed is less than 250 RPM. • No DTC(s) 21, 22, 28, 33, or 34.

Action Taken (PCMwill default to): Second gear only at maximum line pressure.

DTC24 Will Clear When: The ignition is cycled “OFF” then “ON.”

DTCChart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks for voltage to the VSS buffer module.
2. This test checks the ground circuit to the VSS buffer module.
3. This test checks the Vehicle Speed Sensor (VSS) circuit at the VSS buffer module.
4. This test checks for an output speed signal from the VSS buffer module.

Diagnostic Aids:
• DTC 24 will set when no vehicle speed is detected at start off.
• DTC 72 will set when vehicle speed has been detected and is lost.
 DTC 24
VEHICLE SPEED SENSOR (VSS) CIRCUIT LOW
(TRANS OUTPUT SPEED SIGNAL)

©
 PCM
1224 P N K — F1 -#-/VVV'—B+
REV N.O. T_ RANGE
-m SIG NAL
N A L "A"
LO N.O. ■1225 DK BLU E4 -•A A A A - B+
D3 N.C. L RANGE
SIG NAL
N A L “B"
1226 R E D — E5 ♦ A A A A - B+
D2 N.C. D4 N.O.
0 .T R A N SM ISSIO N T RANGE
SIG NAL
N A L "C-
CONNECTOR
1227 YEL/BLK — B5 -•A ^ A A - 5V
L T FT S
TFT S IG
lf! N A L
T R A N S M IS S IO N FLUID
TEM PERA TU RE (TFT) M 455 P P L — B4
S E N S O R (INTERNAL) SE N SO R
— G RO U ND
.------- J |AT LINEAR
T R A N S M IS S IO N RANG E (TR) SE N SO R MAP EGR
SE N SO R 6-94
P R E SSU R E SW ITCH A S S E M B L Y DE-072-C/KG

DTC 28
T R A N SM ISSIO N RANGE (TR) PRESSURE SWITCH ASSEM BLY FAULT
Circuit Description:
The Transmission Range (TR) switch assembly consists of five pressure switches (two normally closed and
three normally open), and a TFT sensor combined into one unit and mounted on the valve body. The PCM
supplies battery voltage to each range signal. By grounding one or more of these circuits through various
combinations of the pressure switches, the PCM detects what manual valve position has been selected by the
vehicle operator. With ignition “ON” and engine “OFF,” P/N will be indicated. When the transmission electrical
connector is disconnected, the ground potential for the three range signals to the PCM will be removed, and with
ignition “ON,” D2 will be indicated.
DTC28 Will Set When: Range signals “A” and “C” are both zero volts “ON” for 2 seconds.
Action Taken (PCMwill default to): Harsh shifts, drive 4 shift control. TCC will be inhibited, and if in hot
mode, there will be no fourth gear. DTC 28 will be stored in the PCM memory but will not turn “ON” the
Malfunction Indicator Lamp (MIL).
DTC28 W ill ClearWhen: The fault condition(s) no longer exist, and the ignition switch is cycled from “OFF”
then “ON.”
DTCChart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks the indicated range signal to the manual valve position actually selected.
2. This test checks for correct voltage from the PCM to the transmission external connector.
3. This test checks for a short to ground from the PCM to the transmission external connector in any one of the
three circuits.
Diagnostic Aids: Range Signal A B C
DTC 28 will set if the PCM detects one of two “Illegal” Park OFF ON OFF
combinations. Rev ON ON OFF
Refer to accompanying chart for various A/B/C range Neutral OFF ON OFF
combinations. D4 OFF ON ON
D3 OFF OFF ON
Check all wiring connectors for proper terminal tension. For
D2 OFF OFF OFF
current DTC 28, range signal will default to “D4” while A/B/C range
values continue to read “Actual TR Pressure Switch Output” for D1 ON OFF OFF
each range selection. Illegal ON OFF ON
Refer to “TR Pressure Switch Assembly Resistance Check” or Illegal ON ON ON
“Functional Test Procedure” in SECTION 7A14A of the appropriate Expected Readings
service manual for further information.
"O N " = 0 volts / "OFF" = B+
 DTC 28
TRANSMISSION RANGE (TR) PRESSURE
SWITCH ASSEMBLY FAULT
 TCC BRAKE SWITCH
(NORMALLY CLOSED)

PCM
FUSE #18
TCC BRAKE
TO ■441 BRN 420 PPL PCM G AS- E13 S W S IG N A L
IGNITION 15 A M P
SWITCH
TO
ANTILO CK 3-94
DE-078

DTC 37
BRAKE SWITCH STUCK "OIM"
Circuit Description:
The normally closed brake switch supplies a B+ signal on CKT 420 to the PCM. The signal voltage is
opened when the brakes are applied.

DTC 37 Will Set When:

• CKT 420 is open.
- Vehicle speed is less than 5 mph for greater than 6 seconds.
- Then vehicle speed is between 5 mph and 20 mph for greater than 6 seconds.
- Then vehicle speed is greater than 20 mph for greater than 6 seconds.
- For a total of seven times.

Action Taken (PCM will default to): An incorrect brake signal can affect TCC scheduling. Also, an incorrect
brake signal can inhibit fourth gear operation, if in hot mode. DTC 37 will be stored in PCM memory, but will
not turn on the Malfunction Indicator Lamp (MIL).

DTC 37 Will Clear When: Fault condition no longer exists.

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks for voltage at the brake switch.
2. This test checks the brake switch.
3. This test checks CKT 420 at the PCM.

Diagnostic Aids:
• Refer to “PCM Intermittent Diagnostic Trouble Code or Performance.”
• Check customer driving habits and/or unusual traffic conditions (i.e. stop and go, expressway traffic).
 TCC BRAKE SW ITCH
(NORMALLY CLOSED)

PCM
FU SE #18
TCC BRAKE
TO <~ 420 PPL 420 PPL PCM G AS- E13 S W SIG N A L
IGNITION 15 A M P
SW ITCH

3-94
DE-143

DTC 38
BRAKE SWITCH STUCK "OFF"
Circuit Description:
The normally closed brake switch supplies a B+ signal on CKT 420 to the PCM, The signal voltage is
opened when the brakes are applied.

DTC 38 Will Set When:

• CKT 420 has constant voltage.
- Vehicle speed is greater than 20 mph for greater than 6 seconds.
- Then vehicle speed is between 5 mph and 20 mph for greater than 6 seconds.
- For a total of seven times.
Action Taken (PCM will default to): An incorrect brake signal can affect TCC scheduling. Also, an incorrect
brake signal can inhibit fourth gear operation, if in hot mode. DTC 38 will be stored in PCM memory, but will
not turn on the Malfunction Indicator Lamp (MIL).

DTC 38 Will Clear When: Fault condition no longer exists.

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks for voltage at the brake switch.
2. This test checks the brake switch.
3. This test checks CKT 420 at the PCM.

Diagnostic Aids:
• Refer to “PCM Intermittent Diagnostic Trouble Code or Performance.”
• Check customer driving habits and/or unusual traffic conditions (i.e. stop and go, expressway traffic).
 PCM
BATTERY
* B + <r 440 ORN PCM G A S E16 VOLTAGE
INPUT

IGNITION
* IGNITION < - 439 PNK PCM GAS- E15 VOLTAGE
FEED INPUT

REFER TO PCM W IRING (SECTION 3) FOR

SPECIFIC B+ VOLTAGE SU PPLY CIRCUITS. 3-94
DE-082

DTC 52
SYSTEM VOLTAGE HIGH LONG
Circuit Description:
CKT 440 is the battery feed for the PCM. CKT 439 is the ignition voltage feed for the PCM.

DTC52 W ill Set When: The ignition is “ON” and the PCM terminal “E l6” voltage is greater than 16 volts for
109 minutes.

Action Taken (PCMwill default to): The pressure control solenoid (PCS) is turned “OFF,” 3-2 control
solenoid is turned “OFF,” transmission shifts immediately to third gear, and TCC operation will be inhibited.
(The setting of additional diagnostic trouble codes may result.)

DTC52 Will Clear When: Fault condition no longer exists, and the ignition switch is cycled “OFF” then
“O N ”

DTCChart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks that normal battery voltage is between 9-15 volts.
2. This test checks if the generator is faulty under load conditions. If the voltage is greater than 15 volts, refer
to SECTION 6D3 of the appropriate service manual.

Diagnostic Aids:
• CKT 440 supplies battery voltage to the PCM.
• Charging the battery with a battery charger and jump-starting an engine may set DTC 52. If DTC(s) set when
an accessory is operated, check for faulty connections or excessive current draw. Refer to SECTION 6D3 of
the appropriate service manual for circuit details.
• Check for faulty connections at the starter solenoid or fusible link.
 DTC 52
SYSTEM VOLTAGE HIGH LONG

®
 PCM
BATTERY
*B + 440 ORN PCM G AS- E16 VOLTAGE
INPUT

IGNITION
* IGNITION *4r 439 PNK PCM G AS- E15 VOLTAGE
FEED INPUT

* REFER TO PCM W IRING (SECTION 3) FOR

SPECIFIC B+ VOLTAGE SU PPLY CIRCUITS.

DTC 53
SYSTEM VOLTAGE HIGH
Circuit Description:
CKT 440 is the battery feed for the PCM. CKT 439 is the ignition voltage feed for the PCM.

DTC53 W ill Set When: The ignition is “ON” and the PCM terminal “E l6” voltage is greater than 19.5 volts
for 2 seconds.

Action Taken (PCMwill default to): The pressure control solenoid (PCS) is turned “OFF,” 3-2 control
solenoid is turned “OFF,” transmission shifts immediately to third gear, and TCC operation will be inhibited.
(The setting of additional diagnostic trouble codes may result.)

DTC53 Will Clear When: Fault condition no longer exists, and the ignition switch is cycled “OFF” then
“ON.”

DTCChart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks that normal battery voltage is between 9-15 volts.
2. This test checks if the generator is faulty under load conditions. If the voltage is greater than 15 volts, refer
to SECTION 6D3 of the appropriate service manual .

Diagnostic Aids:
• CKT 440 supplies battery voltage to the PCM.
• Charging the battery with a battery charger and jump-starting an engine may set DTC 53. If DTC(s) set when
an accessory is operated, check for faulty connections or excessive current draw. Refer to SECTION 6D3 of
the appropriate service manual for circuit details.
• Check for faulty connections at the starter solenoid or fusible link.
 DTC 53
SYSTEM VOLTAGE HIGH

©
 PCM
1224 PNK F1 ♦ A W - B+
REV N.O. T RANG E
SIG NAL
N A L "A"
LO N.O. ■1225 DK BLU E4 # - /W V N— B+
D3 N.C. L RANG E
SIG NAL
N A L "B"
1226 RED E5 ♦ A A A A - B+
D2N.C. D 4N .0. T RANG E
.T R A N SM ISSIO N SIG NAL
N A L "C"
CONNECTOR
1227 YEL/BLK B5 + A A A A - 5V
L T F T SIG
TFT Q in N A L
T R A N S M IS S IO N FLUID
TEM PERA TU RE (TFT) 4- M 455 PPL B4
S E N S O R (INTERNAL) 4 S E N SO R
— G RO U N D
-----J |AT ▼ LINEAR
T R A N S M IS S IO N RAN G E (TR) SE N SO R M AP EGR
SE N SO R 6-94
PR E SSU R E SW ITCH A S S E M B L Y DE-072-C/KG

DTC 58
T R A N SM ISSIO N FLUID TEMPERATURE (TFT) SEN SO R CIRCUIT LOW
(HIGH TEMPERATURE INDICATED)
Circuit Description:
The TFT sensor is a thermistor within the TR pressure switch assembly, that controls the signal voltage to
the PCM. The PCM applies voltage on CKT 1227 to the sensor. When the transmission fluid is cold, the sensor
resistance is high and the PCM will sense high signal voltage.
As the transmission fluid temperature warms to the normal transmission operating temperature of 100°C
(212°F), the sensor resistance becomes less and the voltage decreases to 1.5 to 2.0 volts. With a DTC 79 also set,
check the transmission cooling system.

DTC 58 Will Set When: Signal voltage indicates TFT greater than 151°C (306°F) for 1 seconds.

Action Taken (PCM will default to): When DTC 58 is set, the transmission will use a warm value for
operation, but the scan tool will display the actual fluid temperature. The TCC solenoid will be “ON” in third,
and fourth gears. The shifts will occur early. DTC 58 will be stored in the PCM memory but will not turn “ON”
the MIL (Malfunction Indicator Lamp).

DTC 58 Will Clear When: The fault condition(s) no longer exist.

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks for a short to ground or a skewed sensor.
2. This test checks for an internal fault within the transmission by creating an open.

Diagnostic Aids: Check harness routing for a potential short to ground in CKT 1227. Scan tool TFT display
should rise steadily to about 100°C (212°F) then stabilize.
Refer to “PCM Intermittent Diagnostic Trouble Codes or Performance.”
The temperature to resistance value scale in SECTION 7A14A may be used to test the TFT sensor at the
various temperature levels to evaluate the possibility of a “skewed” sensor. A “skewed” (mis-scaled) sensor
could result in delayed garage shifts or TCC complaints.
 DTC 58
TRANSMISSION FLUID TEMPERATURE (TFT) SENSOR
CIRCUIT LOW

©
 PCM
1224 P N K — F1 ♦ A A A A - B+
REVN.O. T RANGE
SIG NAL
N A L "A"
LO N.O. ■1225 DK BLU E4 • A W —B+
D3 N.C. L RANGE
SIG NAL
N A L "B"

D2 N.C. D4 N.O. Ef .T R A N SM ISSIO N

CONNECTOR
1226 RED E5 ♦ A A / V - B+
T RANGE
SIG NAL
N A L "C"
♦ A / W - 5V
O 1227 YEL/BLK ■ B5
L Q in N A L
t p t SIG
TFT
T R A N S M IS S IO N FLUID
T EM PERA TU RE (TFT) --- VNXN/---- M 455 PPL ■ B4
SE N S O R (INTERNAL) SE N SO R
GRO U N D
-----J IAT LINEAR
T R A N S M IS S IO N RAN G E (TR) S E N SO R MAP EGR
SE N SO R 6-94
P R E SSU R E SW ITCH A S S E M B L Y DE-072-C/KG

DTC 59
T R A N SM ISSIO N FLUID TEMPERATURE (TFT) SEN SO R CIRCUIT HIGH
(LOW TEMPERATURE INDICATED)
Circuit Description:
The TFT sensor is a thermistor within the TR pressure switch assembly, that controls the signal voltage to
the PCM. The PCM applies 5 volts to the sensor on CKT 1227. When the transmission fluid is cold, the sensor
resistance is high and the PCM will sense high signal voltage.
As the transmission fluid temperature warms to the normal transmission operating temperature of 100°C
(212°F), the sensor resistance becomes less and the voltage decreases at about 1.5 to 2.0 volts.

DTC 59 Will Set When: Signal voltage indicates TFT less than -40°C (-40°F), for 1 second.

Action Taken (PCM will default to): When DTC 59 is set, the transmission will use a warm value for
operation, but, the scan tool will display the actual fluid temperature.
When DTC is set, the TCC may not apply properly. DTC 59 will be stored in the PCM memory but will not
turn “ON” the MIL (Malfunction Indicator Lamp).

DTC 59 Will Clear When: The fault condition(s) no longer exist.

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks for a skewed sensor.
2. This test simulates a DTC 58. If the PCM recognizes the low signal voltage (high temperature), and the scan
displays 146°C (295°F) or greater, the PCM and wiring are OK.
3. This test checks if CKT 1227 is open. There should be 5 volts present at the sensor connector if measured
with J 39200.

Diagnostic Aids: Scan tool displays transmission fluid temperature in degrees. After transmission is operating,
the temperature should rise steadily to about 100°C (212°F) then stabilize.
A faulty connection or an open in CKT 455 or CKT 1227 can result in a DTC 59.
The “Temperature to Resistance Value” scale in SECTION 7A14A may be used to check the TFT sensor at
various temperature levels to evaluate the possibility of a “skewed” (mis-scaled) sensor. A “skewed” sensor can
result in firm shifts, or TCC complaints.
 DTC 59
TRANSMISSION FLUID TEMPERATURE (TFT)
SENSOR CIRCUIT HIGH
(LOW TEMPERATURE INDICATED)

©
 T R A N SM ISS IO N

SO LEN O ID
6-94
PREFER TO PCM W IRING (SECTION 3) DE-089-C/KG

DTC 66
3-2 CONTROL SOLENOID CIRCUIT FAULT
Circuit Description:
Hydraulically, the 3-2 control solenoid coordinates the apply rate of the 2-4 band with hydraulic release, of
the 3-4 clutch during a 3-2 downshift.
The PCM continually monitors the 3-2 circuit duty cycle depending on the commanded state of the circuit.
When the transmission is in first gear the duty cycle of the solenoid is equal to zero. When the transmission is in
second gear or higher the duty cycle of the solenoid will be about 90%. When the transmission downshifts, 3-2,
the duty cycle of the solenoid will drop.

DTC 66 Will Set When:

• The PCM commands the solenoid “ON,” and the voltage remains high (B+) for four seconds.
• The PCM commands the solenoid “OFF,” and the voltage remains low (zero volts) for four seconds.

Action Taken (PCM will default to):

• A delayed (soft) landing to third gear.
• Third gear starts.

DTC 66 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF”
then “ON.”

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks the function of the 3-2 control solenoid and the internal transmission harness.
2. This test checks for power to the 3-2 control solenoid from the ignition through the fuse.

Diagnostic Aids: Check all connections at the transmission connector.

If OK, refer to “PCM Intermittent Diagnostic Trouble Codes or Performance” or “Symptom Diagnosis” in
SECTION 7A14A.
The 3-2 control solenoid feedback normally oscillate “ON’7“OFF” when the duty cycle is applied.
An open in the ignition feed circuit will cause multiple DTC(s) to set.
 DTC 67
TORQUE CONVERTER CLUTCH (TCC) SOLENOID CIRCUIT FAULT
Circuit Description:
Ignition voltage is supplied directly to the TCC solenoid. The Powertrain Control Module (PCM) controls
the solenoid by providing the ground path through CKT 422.

DTC 67 Will Set When:

• The PCM commands the TCC solenoid “ON,” and the voltage stays high (B+) for two seconds.
• The PCM commands the solenoid “OFF,” and the voltage remains low (zero volts) for two seconds.

Action Taken (PCM will default to):

• No TCC.
• No fourth gear in hot mode.

DTC 67 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF” then
“ON.”

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks the PCM’s ability to control the solenoid.
2. This test checks power supply to the TCC solenoid.

Diagnostic Aids: Check all connections at the transmission wiring connector assembly.
If OK refer to “PCM Intermittent Diagnostic Trouble Codes or Performance” or “Symptom Diagnosis” in
SECTION 7A14A.
Some slight TCC slip is normal.
An open in the ignition feed circuit will cause multiple DTC(s) to set.
A short to ground in the TCC circuit may also cause a DTC 69 to set. If the TCC circuit is shorted to ground,
the TCC will hydraulically engage in D2.
 DTC 67
TORQUE CONVERTER CLUTCH
(TCC) SOLENOID CIRCUIT FAULT

©
 TORQUE
REFER TO PCM W IRING (SECTION 3) FOR
CONVERTER
SPECIFIC B+ VOLTAGE SUPPLY CIRCUITS.
ASSEM BLY

PCM

TCC CONTROL
E10
* ~ L

TCC CONTROL
FEEDBACK
TCC PW M
SO LEN O ID CONTROL
r - E11

TCC PW M
I-SO L E N O ID
FEEDBACK

IGNITION
SWITCH
AFL (From Press Cont Sol)!
4-94
DE-093G
1350 DK BLU

DTC 69
TORQUE CONVERTER CLUTCH (TCC) SOLENOID STUCK "O N "
Circuit Description:
The PCM energizes the Torque Converter Clutch (TCC) solenoid by grounding CKT 422 with an internal
quad-driver. When grounded (energized) by the PCM the TCC solenoid stops converter signal oil from exhausting.
The TCC solenoid will de-energize when the quad-driver no longer provides a ground. When the TCC solenoid
is de-engerized, it will block exhaust fluid, and release the TCC.

DTC69 W ill Set W hen:

• No DTC(s) 21, 22, or 28 are set. • Trans range switch indicates D3 or D4.
• TCC slip speed RPM indicates between -20 and +20. • Commanded gear indicates 3rd or 4th gear.
• TCC solenoid is commanded “OFF.” • Engine speed is greater than 300 RPM.
• TP sensor signal is greater than 25%. • All conditions are met for 4 seconds.

Action Taken (PCMwill default to): Early shift pattern will occur.

DTC69 Will ClearWhen: Fault condition no longer exists and the ignition switch is cycled “OFF” then “ON.”

DTCChart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks for proper throttle position sensor operation.
2. This test checks the mechanical state of the TCC. When the PCM commands the TCC solenoid “OFF,” TCC
slip speed should increase.

Diagnostic Aids: If the TCC is mechanically stuck “ON,” vehicle speed is zero, brakes are applied, and D2 is
selected, the TCC fluid will mechanically apply the TCC causing an engine stall.
Scan TP signal while depressing accelerator pedal with engine “OFF” and ignition “ON ” Display should
vary from below .85 volt when the throttle is closed to over 4.0 volts when the throttle is held at wide open
throttle. Incorrect TP sensor values may affect TCC operation.
 DTC 69
TORQUE CONVERTER CLUTCH (TCC) SOLENOID STUCK "O N "
 V S S SIG N A L BUFFER M O D U LE

2000 V S S INPUT C7 822 LT GRN/BLK — VEHICLE

P U L SE S SPEED S E N S O R
PER C12 821 PPL/WHT — (VSS)
V S S INPUT
M ILE
IGNITION C9 IGNITION
V SS
FEED SWITCH PCM
BUFFER
M O D U LE C10

T R A N S OUTPUT
A C13 437 BRN F12 T—A A V — 5V
SPEED I— OUTPUT
m i t p i r SPEED
40
P U L SE S SIG N A L
V S S OUTPUT C11 F13 t—W \ A - 5V
PER REV
V S S BUFFER TO L - VEHICLI
VEHICLE SPEED
H ARNESS V S S OUTPUT C15 824 LT BLU/BLK- S IG NAL
SIG NAL
SPEEDO
CO NNECTO R
(FRONT VIEW) G RO U N D C8 TO 4WD * - F8 r-A M A - 12V
ENGINE
INDICATOR L Awn
4W D iLOW
r
SW ITCH SIG N A L
* REFER TO PCM W IRING D IA G R A M S IN THE BACK OF “ GROUNDS 6-94
THIS SECTIO N FOR CIRCUIT N U M B E R S A N D COLORS. DE-074-C/KG

DTC 72
VEHICLE SPEED SENSO R (VSS) CIRCUIT LOSS
(TRANS OUTPUT SPEED SIGNAL)
Circuit Description:
The speed sensor circuit consists of a magnetic induction type sensor, a Vehicle Speed Sensor (VSS) buffer
module, 4WD low switch (when needed), and wiring. Gear teeth pressed onto the output shaft induces an
alternating voltage into the sensor. This signal is transmitted to the VSS buffer module. The VSS buffer module
compensates for various final drive ratios. The VSS buffer module will also convert the AC VSS signal into a 40
Pulse Per Revolution (PPR) DC signal on CKT 437 to indicate transmission output speed. On 4WD vehicles,
the 4WD low signal will also be used for adjustment of the 40 PPR signal to the PCM.

DTC 72 Will Set When:

• Not in P/N. • In P/N.
- Transmission output speed change is - Transmission output speed change is
greater than 1000 RPM. greater than 2050 RPM.
- Engine speed is greater than 200 RPM. - Engine speed is greater than 200 RPM.
- Conditions met for 2 seconds. - Conditions met for 2 seconds.
- No DTC 28 set. - No DTC 28 set.

Action Taken (PCM will default to): A (soft) delayed landing to second gear and second gear starts.

DTC 72 Will Clear When: The ignition is cycled “OFF” then “ON.”

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks for voltage to the VSS buffer module.
2. This test checks the ground circuit to the VSS buffer module.
3. This test checks the Vehicle Speed Sensor (VSS) circuit at the VSS buffer module.
4. This test checks for an output speed signal from the VSS buffer module.

Diagnostic Aids:
• DTC 24 will set when no vehicle speed is detected at start off.
• DTC 72 will set when vehicle speed has been detected and is lost.
 DTC 72
VEHICLE SPEED SENSOR (VSS) CIRCUIT LOSS
(TRANS OUTPUT SPEED SIGNAL)

©
 T R A N S M IS S IO N
W IRING
CONNECTOR
ASSEM BLY PCM

P R E SSU R E CO NTROL
SO LEN O ID (PCS)

3-94
DE-096

DTC 73
PRESSURE CONTROL SOLENOID (PCS) CIRCUIT
(CURRENT ERROR)
Circuit Description:
The pressure control solenoid is a PCM controlled device used to regulate transmission line pressure. The
PCM compares TP voltage, engine RPM and other inputs to determine the line pressure appropriate for a given
load. The PCM will regulate the pressure by applying a varying amperage to the pressure control solenoid. The
applied amperage can vary from 0.1 to 1.1 amp. The PCM then monitors the amperage at the return line.

DTC 73 Will Set When: The return amperage varies greater than 0.16 amp from the commanded amperage,
for at least one second, and no DTC 75 stored.

Action Taken (PCM will default to): Full line pressure will be applied causing harsh shifts. DTC 73 will be
stored in the PCM memory but will not turn “ON” the MIL (Malfunction Indicator Lamp).

DTC 73 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF” then
“ON.”

DTC Chart Test Description: Number(s) below refer to Line Pressure

Pressure Control So le n o id
circled number(s) on the diagnostic chart. Current (Am p) (PSI)
1. This test checks the ability of the PCM to command the 0.02 170 - 190
pressure control solenoid. 0.10 165 - 185
2. This test checks internal transmission harness and the 0.20 160 - 180
pressure control solenoid for incorrect resistance. 0.30 155 - 175
0.40 148 - 168
Diagnostic Aids: Check for poor connections at PCM and at 0.50 140 - 160
0.60 130 - 145
transmission connector.
0.70 110 - 130
If pressure readings differ greatly from the line pressure 90 - 115
0.80
chart, refer to the Diagnosis Charts contained in SECTION 7A. 0.90 65 - 90
0.98 55 - 65
 DTC 73
PRESSURE CONTROL SOLENOID (PCS) CIRCUIT
(CURRENT ERROR)

INSTALL TECH 1 SC AN TOOL.

© RECORD THEN CLEAR DTC(s).
ENGINE OPERATING, T R A N SM ISSIO N IN PARK.
ENTER M ISC TESTS/TRANSMISSION/PCS CONTROL.
USING SCAN TOOL, APPLY 1.0 A M P S THRU 0.1 A M P S WHILE
OBSERVING DESIRED PCS AN D ACTUAL PCS.
IS ACTUAL PCS READING ALWAYS WITHIN 0.16 A M P S OF
DESIRED PCS?

j __
NO YES
H Z _______________
IGNITION "OFF." PROBLEM IS INTERMITTENT. REFER
© CONNECT OIL PRESSURE GAGE AT T R A N SM ISSIO N TO "DIAGNOSTIC AIDS."
LINE PRESSURE TAP. REFER TO SECTION 7A14A.
SET PARKING BRAKE/TRANSM ISSION IN "PARK."
START ENGINE A N D ALLOW IT TO W ARM AT IDLE.
SC AN TOOL STILL INSTALLED, ENTER MISC. TEST/
TRAN SM ISSIO N/PCS CONTROL.
USING SC AN TOOL, INCREASE DESIRED PCS IN 0.1
A M P INCREMENTS (ALLOW PRESSURE TO STABILIZE
FOR 5 SECO N DS AFTER EACH CURRENT CHANGE).
COMPARE ACTUAL LINE PRESSURE AN D CURRENT
READINGS TO CHART.
NOTICE: TOTAL T IM E SH O U LD NOT EX C EE D
2 M IN U T ES, OR T R A N S M IS S IO N D A M A G E
C O U LD OCCUR.
DO READINGS MATCH CHART?

______________ Z L
r
NO
n z ________________
TRAN SM ISSIO N ELECTRICAL
CONNECTOR DISCONNECTED,
CHECK VEHICLE HARNESS
CIRCUITS 1228 AND 1229 FOR
OPEN OR SHORT TO GROUND.
IF NO TROUBLE IS FOUND
REPLACE PCS.
 PCM
BATTERY
440 ORN PCM G AS- E16 VOLTAGE
INPUT

IGNITION
* IGNITION < - 439 PNK PCM G AS- E15 VOLTAGE
FEED INPUT

REFER TO PCM W IRING (SECTION 3) FOR

SPECIFIC B+ VOLTAGE SU PPLY CIRCUITS. 3-94
DE-082

DTC 75
SYSTEM VOLTAGE LOW
Circuit Description:
CKT 440 is the battery feed for the PCM. CKT 439 is the ignition voltage feed for the PCM.

DTC 75 Will Set When: The ignition is “ON” and PCM terminal “E l6” voltage is less than the graduated
scale of: -40°C (-40°F) = 7.3 volts, 90°C (194°F) = 10.3 volts, or 150°C (304°F) = 11.7 volts, with engine speed
greater than 1000 RPM for 4 seconds.

Action Taken (PCM will default to): During the time the failure is present, the pressure control solenoid is
turned “OFF,” soft landing to default third gear and TCC operation is inhibited. (The setting of additional
diagnostic trouble codes may result.) DTC 75 will be stored in the PCM memory but will not turn “ON” the
MIL (Malfunction Indicator Lamp).

DTC 75 Will Clear When: The fault condition(s) no longer exist.

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks for normal battery voltage between 9-15 volts.
2. This test checks if the low voltage display is due to the generator, CKT 440, or PCM, while the engine is
running. If the voltage is less than 8.6 volts, the PCM is OK.

Diagnostic Aids: CKT 440 supplies battery voltage to the PCM.

Charging battery with a battery charger and jump-starting engine may set DTC 53. If diagnostic trouble
code sets when an accessory is operated, check for poor connections or excessive current draw. Refer to SECTION
6D3 of appropriate service manual for circuit details. Also, check for poor connections at starter solenoid or
fusible link.
 DTC 75
SYSTEM VOLTAGE LOW
 PCM
1224 PNK F1 -#->VvV—B+
REV N.O. T RANGE
SSIGNAL
IG N A L "A"
LO N.O. -1225 DK BLU E4 ♦ A A V —B+
D3 N.C. L RANGE
SSIGNAL
IG N A L "B"
1226 RED E5 ■ •-V v V - B+
D2 N.C. D4 N.O. .T R A N SM ISSIO N T RANGE
SIGNAL
SIG N A L "C"
CONNECTOR
1227 YEL/BLK ■ B5 5V
L Q ir; N A L
t f t SIG
TFT
T R A N S M IS S IO N FLUID
T EM PERA TU RE (TFT) L— — M 455 PPL B4
S E N S O R (INTERNAL) SE N SO R
— G RO U ND
■------- J IAT LINEAR
T R A N SM IS S IO N RAN G E (TR) SE N SO R M AP EGR
SE N SO R 6-94
P R E SSU R E SW ITCH A S S E M B L Y DE-072-C/KG

DTC 79
TR A N SM ISSIO N FLUID OVERTEMP
Circuit Description:
The Transmission Fluid Temperature (TFT) sensor is a thermistor within the TR pressure switch assembly,
that controls the signal voltage to the PCM. The PCM applies voltage on CKT 1227 to the sensor. When the
transmission fluid is cold, the sensor resistance is high and the PCM will sense high signal voltage.
As the transmission fluid temperature warms to normal transmission operating temperature 100°C (212°F),
the sensor resistance becomes less and the voltage decreases to 1.5 to 2.0 volts.

DTC 79 Will Set When: Signal voltage indicates a transmission fluid temperature greater than 146°C (295°F)
and has not cooled to less than 137°C (295°F) for 30 minutes, and no DTC 58 or 59 set.

Action Taken (PCM will default to): DTC 79 will be stored in the PCM memory but will not turn “ON” the
MIL (Malfunction Indicator Lamp).

DTC 79 Will Clear When: The fault condition(s) no longer exist.

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks for skewed sensor or shorted circuit.
2. This test simulates a DTC 59.

Diagnostic Aids: Check harness routing for a potential short to ground in CKT 1227.
Scan tool TFT displays should rise steadily to about 100°C then stabilize.
Refer to “PCM Intermittent Diagnostic Trouble Codes or Performance.”
The temperature to resistance value scale in SECTION 7A14A may be used to test the transmission sensor
at the various temperature levels to evaluate the possibility of a “skewed” sensor. A “skewed” sensor could
result in delayed garage shifts or TCC complaints.
Check transmission fluid. Refer to “Fluid Checking Procedure.”
 DTC 79
TRANSMISSION FLUID OVERTEMP

©
 T R A N SM ISS IO N

SO LEN O ID
6-94
*REFER TO PCM W IRING (SECTION 3) DE-099-C/KG

DTC 81
2-3 SHIFT SOLENOID CIRCUIT FAULT
Circuit Description:
Ignition voltage is supplied directly to the 2-3 shift solenoid. The Powertrain Control Module (PCM) controls
the solenoid by providing the ground path through CKT 1223.

DTC 81 Will Set When: The PCM commands the solenoid “ON” and voltage remains high for 2 seconds. The
PCM commands the solenoid “OFF” and voltage remains low for 2 seconds.

Action Taken (PCM will default to): If the solenoid is shorted “OFF” third gear only will occur. If the
solenoid is shorted “ON” second gear only will occur. DTC 81 will be stored in the PCM memory but will not
turn “ON” the MIL (Malfunction Indicator Lamp).

DTC 81 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF” then
“ON.”

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
If the voltage remains high for at least 2 seconds, DTC 81 will set. If the voltage drops for more than two
seconds, DTC 81 will set.
1. This test checks the function of the 2-3 shift solenoid and the internal transmission wiring.
2. This test checks for power to 2-3 shift solenoid from the ignition through the fuse.

Diagnostic Aids: Check all connections at the transmission.

CHART
Refer to “PCM Intermittent Diagnostic Trouble Codes or
Performance.” Gear 1-2 Shift 2-3 Shift
Solenoid Solenoid
An open in the ignition feed circuit can cause multiple DTC(s) 1 ON ON
to set.
2 OFF ON
3 OFF OFF
4 ON OFF
 DTC 81
2-3 SHIFT SOLENOID
CIRCUIT FAULT
 T R A N SM ISS IO N
WIRING
CONNECTOR PCM
1-2 SHIFT ASSEM BLY
SO LEN O ID 1-2 SHIFT SO LEN O ID
CONTROL
1222 LTG RN E9

* 1
Elf 1149 P N K — • — TO
IGNITION
SWITCH L 1-2 SHIFT SO LEN O ID
FEEDBACK
TO TCC SHIFT TO 3-2
SO LEN O ID SO LEN O ID CONTROL
SO LEN OID
TO TCC PW M
SO LEN O ID
6-94
*REFER TO PCM W IRING (SECTION 3) DE-101-C/KG

DTC 82
1-2 SHIFT SOLENOID CIRCUIT FAULT
Circuit Description:
Ignition voltage is supplied directly to the 1-2 shift solenoid. The Powertrain Control Module (PCM) controls
the solenoid by providing the ground path through CKT 1222.

DTC 82 Will Set When: The PCM commands the solenoid “ON” and voltage remains high for 2 seconds. The
PCM commands the solenoid “OFF” and voltage remains low for 2 seconds.

Action Taken (PCM will default to): The transmission will only allow second and third gear, or first and
fourth gear. DTC 82 will be stored in the PCM memory but will not turn “ON” the MIL (Malfunction Indicator
Lamp).

DTC 82 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF” then
“ON.”

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
If the voltage remains high for at least 2 seconds, DTC 82 will set. If the voltage drops for more than
2 seconds, DTC 82 will set.
1. This test checks the function of the 1-2 shift solenoid and the internal transmission wiring harness.
2. This test checks for power to 1-2 shift solenoid from the ignition through the fuse.

Diagnostic Aids: Check all connections for the transmission.

CHART
Refer to “PCM Intermittent Diagnostic Trouble Codes or
Performance.” Gear 1-2 Shift 2-3 Shift
Solenoid Solenoid
An open in the ignition feed circuit can cause multiple DTC(s)
1 ON ON
to set.
2 OFF ON
3 OFF OFF
4 ON OFF
 DTC 82
1-2 SHIFT SOLENOID
CIRCUIT FAULT
 PCM
TCC PW M SO LEN O ID
CONTROL
1149 PNK- 1350 DK BLU PCM E ll
IGNITION
SW ITCH
T R A N S M IS S IO N I
W IRING |
CONTROL A S S E M B L Y i

TO 2-3 SHIFT — TCC

SO LEN O I SO LEN O ID
FEED BACK
TO TCC
SO LEN O ID ^ TORQUE CONVERTER
ib A A V h > CLUTCH (TCC) PW M
^ TO 1-2 SO LEN OID
TO 3-2 SHIFT
CONTROL SO LEN O ID SO LEN O ID
6-94
PREFER TO PCM W IRING (SECTION 3) DE-103-C/KG

DTC 83
TCC PW M SOLENOID CIRCUIT FAULT
Circuit Description:
The TCC PWM is used in combination with the TCC solenoid to regulate fluid to the torque converter, and
is attached to the control valve body within the transmission. The Powertrain Control Module supplies a ground
allowing current to flow through the solenoid coil according to the duty cycle (percentage of ON and “OFF”
time). This current flow through the solenoid coil creates a magnetic field that magnetizes the solenoid core.
The magnetized core attracts the checkball to seat against spring pressure. This blocks the exhaust for the TCC
signal fluid and allows 2-3 drive fluid to feed the TCC signal circuit. The TCC signal fluid pressure acts on the
TCC regulator valve to regulate line pressure and to apply fluid pressure to the torque converter clutch shift
valve. When the TCC shift valve is in the apply position, regulated apply fluid pressure is directed through the
TCC valve to apply the torque converter clutch.

DTC 83 Will Set When:

• The PCM commands the solenoid “ON” and voltage remains high (B+).
or
• The PCM commands the solenoid “OFF” and voltage remains low (zero volts).
• All conditions met for 2 seconds.

Action Taken (PCM will default to):

• Inhibit TCC operation.
• Inhibit 4th gear operation if in hot mode.

DTC 83 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF” then
“O N ”

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test will check if the PCM is commanding the TCC solenoid “ON ”
2. This test will check for voltage to the solenoid.

Diagnostic Aids: Check all connections at the transmission pass-thru connector.

If they are OK, refer to “PCM Intermittent DTC(s) or Performance.”
 DTC 83
TCC PWM SOLENOID
CIRCUIT FAULT
 ON-VEHICLE SERVICE

INTERNAL T R A N SM ISSIO N VEHICLE SPEED SENSOR (VSS)

CO M PO NENTS Refer to SECTION 7 of the appropriate service
manual for Vehicle Speed Sensor (VSS) service. The
The following list of components will be serviced VSS is located on the transmission or transfer case.
in SECTION 7A14A of the appropriate service
manual.
• 1-2 shift solenoid. VEHICLE SPEED SIGNAL (VSS)
• 2-3 shift solenoid. BUFFER MODULE
• 3-2 control solenoid. Refer to SECTION 8 of the appropriate service
• Pressure control solenoid. manual for vehicle speed signal buffer module
• TCC solenoid with internal wiring harness. replacement. The VSS buffer module is located on the
• TCC PWM solenoid. PCM.
• Any service that requires removal of the pan.

PCM WIRING DIAGRAMS AND

EXTERNAL T R A N SM ISSIO N CONNECTOR TERMINAL END VIEWS
COM PONENTS All wiring diagrams and terminal identification will
be in SECTION 3.
ENGINE COOLANT TEMPERATURE (ECT)
SENSOR
All ECT sensor diagnosis and service will be in
SECTION 3.

THROTTLE POSITION (TP) SENSOR

All TP sensor diagnosis and service will be in
SECTION 3.
 VOLTMETER-V o lta g e Position measures amount of voltage. When
connected in parallel to an existing circuit. A digital voltm eter with 10
megohm input impedance is used when circuits require accurate low
voltage readings, and some circuits in the PCM/TCM have a very high
resistance.

AMMETER - When used as ammeter, this meter accurately measures

extrem ely low current flow. Refer to m eter instructions for further
information.
• Selector must be set properly for both function and range. DC is
used for most automotive measurements.

OHMMETER - Measures resistance of circuit directly in ohms. Refer

to meter instructions for further information.
• OL display in all ranges indicates an open circuit.
• Zero display in all ranges indicates a short circuit.
• Intermittent connection in circuit may be indicated by digital reading
that will not stabilize.
• Range Switch:
200£2 - Displays ohms directly.
HIGH IMPEDANCE MULTIMETER
2K, 20K, 200KQ - Displays ohms in thousands.
(DIGITAL VOLTMETER-DVM)
2M and 20M Q - Displays ohms in millions.
J 39200

TECH 1 DIAGNOSTIC SCAN TOOL

A hand-held SCAN tool used to analyze and diagnose the
V C M -A /P C M /T C M control system.

TECH 1 / TECH 1A
3000003 MASS STORAGE CARTRIDGE (With GM 81-95 Powertrain Software)

16/12 PIN NON-OBD II DLC ADAPTER

Used with the TECH 1/TECH 1A to analyze and diagnose
NON-OBD II vehicles equipped with a 16 pin DLC.

3000053

TACHOMETER
Inductive trigger signal pickup type check RPM.

CONNECTOR TEST ADAPTER KIT

Used for making electrical test connections in current W eather
Pack, Metri-Pack and Micro-Pack style terminals.

3-94
J 35616 DE-105
 CIRCUIT TESTER
Used to check all relays and solenoids before connecting them
to a new PCM. Measures the circuit resistance and indicates
pass or fail via green or red LED. Am ber LED indicates current
polarity. Can also be used as a non-powered continuity checker.

J 34636/BT-8405

METRI-PACK TERMINAL REMOVER

Used to remove 150 series Metri-Pack "pull-to-seat" terminals
from connectors.

J 35689-A

WEATHER PACK TERMINAL REMOVER

Used to remove terminals from Weather Pack connectors.

J 28742-A/BT-8234-A

PCM CONNECTOR TERMINAL REMOVER

Used to remove terminal from Micro-Pack connectors.

J 33095/BT-8234-A

4L60-E JUMPER HARNESS

Used with J 39200 to measure circuit voltage, amperage, or
resistance in the transmission through the transmission
connector.

J 39775

TERMINAL REPAIR KIT

Used to replace damaged terminal ends on wiring harnesses.

3-94
J 38125-4 DE-106
 SECTION 10B
4L80-E DIAGNOSTIC TROUBLE CODES
(WITH TECH 1® S C A N TOOL D IA G N O ST IC S)
CONTENTS
General Description........................................ 10B- 2
Powertrain Control Module (PCM)............. 10B- 2
Data Link Connector (DLC)........................ 10B- 2
Wiring Harness and Connectors.................. 10B- 2
Input Information........................................ 10B- 2
Information Sensors and Switches........... 10B- 2
Transmission Fluid Temperature (TFT)
Sensor.................................................. 10B- 4
Transmission Range (TR) Pressure
Switch Assembly................................ 10B- 4
Engine Coolant Temperature (ECT)
Sensor.................................................. 10B- 5
Throttle Position (TP) Sensor.................. 10B- 5
Transfer Case Switch Assembly..............10B- 5
Input Speed Sensor.................................. 10B- 6
Vehicle Speed Sensor (VSS).................... 10B- 6
Vehicle Speed Signal (VSS) Buffer
Module................................................ 10B- 6
Brake Switch........................................... 10B- 7
Output Information..................................... 10B- 7
1-2 Shift Solenoid................................... 10B- 7
2-3 Shift Solenoid................................... 10B- 7
Pressure Control Solenoid (PCS)............. 10B- 7
Torque Converter Clutch (TCC) PWM
Solenoid.............................................. 10B- 7
Electrical Components............................ 10B- 8
Diagnosis........................................................ 10B- 9
PCM Intermittent Diagnostic Trouble
Codes or Performance.............................. 10B- 9
Clearing History DTC(s).......................... 10B- 9
On-Board Diagnostic (OBD) System
Check (with Scan Tool)............................ 10B-10
Transmission TECH 1 Scan Tool Data........ 10B-13
Transmission TECH 1 Scan Tool Data
Definitions............................................... 10B-14
4L80-E Transmission Fluid Checking
Procedure................................................. 10B-16
Diagnostic Trouble Code (DTC)
Identification........................................... 10B-17
PCM Wiring Diagram
4L80-E Transmission............................... 10B-19
4WD Low Switch Signal Check.............. 10B-20
Transmission Range (TR) Pressure
Switch Assembly Circuit Check.................. 1OB-22
DTC 24 - Vehicle Speed Sensor (VSS)
Circuit Low (Trans Output Speed Signal).... 10B-24
DTC 28 - Transmission Range (TR) Pressure
Switch Assembly Fault............................... 10B-26
DTC 37/38 - TCC Brake Switch Stuck “ON”/
TCC Brake Switch Stuck “OFF” ................. 10B-28
DTC 39 - TCC Stuck “OFF” .......................... 10B-30
DTC 52/53 - System Voltage High Long/
System Voltage High.................................. 10B-32
DTC 58 - Transmission Fluid Temperature (TFT)
Sensor Circuit Low
(High Temperature Indicated).................. 10B-34
DTC 59 - Transmission Fluid Temperature (TFT)
Sensor Circuit High
(Low Temperature Indicated)................... 1OB-36
DTC 68 - Trans Component Slipping............. 10B-38
DTC 69 - Torque Converter Clutch (TCC)
Solenoid Stuck “ON” .................................. 10B-40
DTC 72 - Vehicle Speed Sensor (VSS)
Circuit Loss (Trans Output Speed Signal) .... 10B-42
DTC 73 - Pressure Control Solenoid (PCS)
Circuit (Current Error)................................. 10B-44
DTC 74 - Transmission Input Speed (TIS)
Sensor Circuit............................................. 10B-46
DTC 75 - System Voltage Low....................... 10B-48
DTC 79 - Transmission Fluid Overtemp........ 10B-50
DTC 81 - 2-3 Shift Solenoid Circuit Fault..... 10B-52
DTC 82 - 1-2 Shift Solenoid Circuit Fault..... 10B-54
DTC 83 - TCC PWM Solenoid Circuit Fault... 10B-56
DTC 85 - Undefined Ratio Error.................... 1OB-58
DTC 86 - Low Ratio Error.............................. 10B-60
DTC 87 - High Ratio Error............................. 10B-62
On-Vehicle Service......................................... 1OB-64
Internal Transmission Components............. 10B-64
External Transmission Components............ 10B-64
Engine Coolant Temperature (ECT)
Sensor......................................................10B-64
Throttle Position (TP) Sensor...................... 10B-64
Vehicle Speed Sensor (VSS)........................ 10B-64
Vehicle Speed Signal (VSS)
Buffer Module......................................... 10B-64
PCM Wiring Diagrams and Connector
Terminal End Views.................................... 10B-64
Special Tools.................................................. 10B-65
 GENERAL DESCRIPTION
POWERTRAIN CONTROL MODULE (PCM)
12 PIN DLC
Figure 10B-1
The Powertrain Control Module (PCM) is an
electronic device which monitors various inputs to
o G H J
B A
M
o
control various transmission functions including shift T E R M IN A L IDENTIFICATION
quality and transmission diagnostics. The PCM
receives various input information from sensors, A G RO U N D J E A N D C DATA
switches, and components to process for use within 1----- 1 (RADIO)
I B I D IAG NO STIC T E R M IN A L ___
its control program. Based on this input information, 7==, I M I SERIA L DATA
the PCM controls various transmission output I G I FUEL PU M P PRIM E 1----- 1
functions and devices. The PCM is located within the |H | EBC M D IAG N O STIC T E R M IN A L (ANTILOCK)
passenger compartment, underneath the right hand side
of the dash.
4-94
DE17-002GG

Figure 10B-2 - Data Link Connector (DLC)

WIRING HARNESS AND CONNECTORS

Figures 10B-3 and 10B-4
A wiring harness electrically connects the PCM
to various sensors, solenoids, and relays within the
system. Many of the connectors used are
environmentally protected because of the system low
voltages and current levels.

1 A C C E S S COVER
2 PRO M (MEM-CAL)
4-94 INPUT INFORMATION
DE17-001GG

Figure 10B-1 - Powertrain Control Module INFORMATION SENSORS AND SWITCHES

DATA LINK CONNECTOR (DLC)
Figure WB-2
This connector is a multiple cavity connector. The
DLC provides the technician a means of accessing
serial data for aid in diagnosis. The DLC allows the
technician to use a scan tool to monitor various systems
and display DTC codes. The DLC connector is located
within the driver’s compartment, normally on the left
side near the steering column.
The PCM uses the following information sensors
to gather data for electronically controlling
transmission functions.
• Transmission Fluid Temperature (TFT) sensor.
• Transmission Range (TR ) pressure switch
assembly.
• Engine Coolant Temperature (ECT) sensor.
• Throttle Position (TP) sensor.
• Transmission or transfer case Vehicle Speed Sensor
(VSS).
• Brake Switch.
• Input Speed Sensor.
 T R A N SM ISSIO N ELECTRICAL CONNECTOR

The transmission electrical connector is a very important part

of the transmission operating system. Any interference with
the electrical connection can cause the transmission to set
Diagnostic Trouble Codes (DTCs) and/or affect proper
operation.
VEHICLE H A R N E S S
The following items can affect the electrical connection:
- Bent pins in the connector from rough handling during
connection and disconnection.
- Wires backing away from the pins or coming uncrimped
(in either internal or external wiring harness).
- Dirt contamination entering the connector when
disconnected.
- Pins in the internal wiring connector backing out of the
connector or pushed out during reconnection.
- Excessive transmission fluid leaking into the connector,
wicking up into the external wiring harness, and degrading
the wire insulation.
- Water/moisture intrusion in the connector.
- Low pin retention in the external connector from excessive
connection and disconnection of the wiring connector
assembly.
- Pin corrosion from contamination.
- Broken/cracked connector assembly.

Points to remember whenworkingwiththe transmission

wiringconnectorassembly:
- To remove the connector, squeeze the two tabs toward
each other and pull straight up (Refer to the illustration).
- Carefully limit twisting or wiggling the connector during
removal. Bent pins can occur.
- D ONO Tpry the connector off with a screwdriver or
other tool.
- To reinstall the external wiring connector, first orient the
pins by lining up the arrows on each half of the connector.
Push the connector straight down into the transmission
without twisting or angling the mating parts.
- The connector should click into place with a positive feel
and/or noise.
- Whenever the transmission external wiring connector is
disconnected from the internal harness and the engine is
operating DTC(s) will set. Clear these DTC(s) after
reconnecting the external connector.
4-94
DE17-003GG
 TRANSMISSION FLUID TEMPERATURE (TFT)
SENSOR
Figure 10B-5
The TFT sensor is a thermistor (a device that
changes resistance according to changes in
temperature) used to indicate transmission fluid
temperature. High sensor resistance produces high
signal input voltage which corresponds to low fluid
temperature. Low sensor resistance produces low
signal input voltage which corresponds to high fluid
temperature. The PCM uses the TFT sensor signal
input to determine the following:
• TCC apply and release schedules.
• Hot mode determination.
• Shift quality.
The TFT sensor is part of the internal wiring
harness within the transmission.

TRANSMISSION RANGE (TR) PRESSURE

SWITCH ASSEMBLY
Figure 10B-5
This device is a set of five normally open pressure
switches, that detect fluid pressure within the valve
body passages. The five pressure switches are
connected to three signal circuits referred to as range
signals A, B, C.
CAVITY FUNCTION

A 1-2 SHIFT SO LEN O ID CO NTROL CIRCUIT

Valid Combination Chart
B 2-3 SHIFT SO LEN O ID CONTROL CIRCUIT
Range Signal A B C
C P R E SSU R E CO NTROL SO LEN O ID (HIGH)
Park ON OFF ON
D P R E SSU R E CO NTROL SO LEN O ID (LOW) Rev OFF OFF ON
Neutral ON OFF ON
E BOTH SHIFT SO LEN O ID S, TCC SOLENOID,
A N D IGNITION (B+) FEED CIRCUIT D4 ON OFF OFF
D3 ON ON OFF
L T R A N S M IS S IO N FLUID TEM PERATU RE
(TFT) SIG N A L CIRCUIT D2 ON ON ON
D1 OFF ON ON
M T R A N S M IS S IO N FLUID TEM PERATU RE
(TFT) S E N S O R G R O U N D CIRCUIT Illegal OFF ON OFF
Illegal OFF OFF OFF
N RANG E SIG N A L " A "

P RANG E SIG N A L "C " Expected R ead ings

" O N " = B+ "O F F " = 0 Volts
R RANG E SIG N A L " B "
The combination of pressure switch states
S TCC PW M SO LEN O ID CO NTROL CIRCUIT
determine the voltage signal (B+ or 0) on each range
signal to the PCM. These three range signals are then
interpreted by the PCM to indicate the transmission
range selected. The transmission range fluid pressure
4-94
DE17-004GG switch assembly is attached to the control valve body
within the transmission.
 produces low signal input voltage which corresponds
to high engine coolant temperature. The PCM uses
the ECT sensor signal to determine the TCC apply
and release schedules. The ECT sensor is attached to
the engine assembly.

THROTTLE POSITION (TP) SENSOR

The Throttle Position (TP) sensor is a
potentiometer (a device for measuring an unknown
voltage or potential difference by comparison to a
standard voltage). The TP sensor sends a voltage to
the control module, varying from (approximately .5
volts) to (approximately 5 volts). This voltage signal
to the control module represents throttle shaft angle.
At closed throttle, the signal voltage to the control
module is approximately .5 volts. As the throttle shaft
angle increases the signal voltage increases to greater
than 4.5 volts at wide open throttle. The TP sensor is
attached to the throttle body assembly.

TRANSFER CASE SWITCH ASSEMBLY

This switch assembly is used to indicate the
position of the transfer case select lever. When four
DE17-005GG
wheel drive (4WD) low is selected a ground path is
provided, changing 4WD low input signal from B+ to
Figure 10B-5 - Transmission Range (TR) Pressure
Switch Assembly
0 voltage. The 4WD low signal input is used to correct
the transmission output speed signal from the VSS
buffer module to the PCM, to compensate for the
ENGINE COOLANT TEMPERATURE (ECT) transfer case gear reduction. This switch is attached
SENSOR to the transfer case.
Figure 10B-6
The Engine Coolant Temperature (ECT) sensor is
a thermistor (a device that changes resistance
according to change in temperature) used to indicate
engine coolant temperature. High sensor resistance
produces signal input voltage which corresponds to
low engine temperature. Low sensor resistance
INPUT SPEED SENSOR
Figure 10B-7
This device contains a permanent magnet
surrounded by a coil of wire producing a magnetic
field which is interrupted by rotor teeth cut into the
outside diameter of the forward clutch housing. As
the serrations interrupt the magnetic field an AC
voltage is generated in the circuit. This device is used
to provide an input speed signal to the control module.
The control module uses the input speed sensor signal
input to:.
• Calculate TCC slip speed.
• Calculate gear ratio.

VEHICLE SPEED SIGNAL (VSS) BUFFER

MODULE
The vehicle speed signal buffer module (VSS
buffer module) is an electronic device. The VSS buffer
module processes inputs from the vehicle speed sensor
and outputs various signals. The VSS buffer module
outputs a 40 pulse per revolution (PPR) signal. This
40 PPR signal is used by the control module to
determine transmission output speed. The VSS buffer
module is matched to the vehicle based on
transmission, final drive ratio and tire size. The VSS
buffer module is located on the right hand side of
instrument panel attached to the PCM bracket.

Figure 10B-7 - Input/Vehicle Speed Sensor CHART

Gear 1-2 Shift 2-3 Shift

Solenoid Solenoid
VEHICLE SPEED SENSOR (VSS)
Figure 10B-8 1 ON OFF
This device contains a permanent magnet 2 OFF OFF
surrounded by a coil of wire producing a magnetic
field which is interrupted by rotor teeth pressed on 3 OFF ON
the output shaft. As the rotor interrupts the magnetic 4 ON ON
field, an AC voltage is generated in the circuit. This
device is used to provide an output shaft speed signal
to the control module. The control module uses the
vehicle speed sensor signal input to:
• Calculate vehicle speed, trans output speed,
and TCC slip speed.
• Control shift quality.
The VSS is attached to the output shaft housing.
BRAKE SWITCH
This electrical switch is used to indicate brake
pedal status. This switch is normally closed when the
brake pedal is not applied. When the brake pedal is
applied the switch will open, changing the signal to
the PCM. The PCM uses this signal to de-energize
the TCC solenoid when brake pedal is applied. The
brake switch is located on the brake pedal mounting
bracket.
PRESSURE CONTROL SOLENOID (PCS)
Figure 10B-10
This electrical device is used to control fluid line
pressure by controlling actuator feed limit fluid flow
acting on an internal spool valve and spring pressure.
The solenoid is a normally closed solenoid valve that
controls fluid pressure when operating on a duty cycle.
The solenoid is attached to the control valve body
within the transmission.

OUTPUT INFORMATION
Based on input information, the PCM controls
various transmission output functions and devices
• 1-2 Shift Solenoid.
• 2-3 Shift Solenoid.
• Pressure Control Solenoid (PCS).
• TCC PWM Solenoid.

1-2 SHIFT SOLENOID

Figure 10B-9
This electrical device is used to control fluid flow
acting on the 1-2 and 3-4 shift valves. The solenoid is
a normally open exhaust valve that is used with the
2-3 shift solenoid to allow four different shifting
combinations. The solenoid is attached to the control
valve body within the transmission.
TORQUE CONVERTER CLUTCH (TCC) PWM
SOLENOID
Figure 10B-11
This electrical device is used to control fluid acting
on the TCC converter clutch valve, which then controls
TCC apply and release. This solenoid is attached to
the control valve body within the transmission. The
TCC PWM solenoid is used to provide smooth
engagement of the torque converter clutch by operating
on a negative duty cycle percent of “ON” time.

2-3 SHIFT SOLENOID

Figure 10B-9
This electrical device is used to control fluid flow
acting on the 2-3 shift valves. The solenoid is a
normally open exhaust valve that is used with the 1-2
shift solenoid to allow four different shifting
combinations. The solenoid is attached to the control
valve body within the transmission.
 2

1 W IRING H A R N E S S A S S E M B L Y 5 TORQUE CONVERTER CLUTCH SO LEN O ID

2 PR E SSU R E CO NTROL SO LEN O ID 6 T R A N SM ISSIO N R AN G E (TR) P R E SSU R E SW ITCH A S S E M B L Y
3 1-2 SHIFT S O LEN O ID 7 T R A N SM ISSIO N FLUID TEM PERATU RE S E N SO R
4 2-3 SHIFT SO LEN O ID 4.94
DE17-012GG

Figure 10B-12 - Electrical Components

 DIAGNO SIS
The PCM is equipped with a self diagnostic feature PCM INTERMITTENT DIAGNOSTIC TROUBLE
that detects system failures and aids the technician in CODES OR PERFORMANCE
locating a faulty circuit. The PCM has memory for
comparing the various input information to The DTC charts in this section determine if there
programmed information. These conditions are is a fault within the circuit. The fault must be present
described on the facing page of each Diagnostic to locate the problem. If an intermittent condition
Trouble Code (DTC) chart. If a value is not within the occurs, a DTC will be stored in history status, but the
PCM parameters, a DTC will set and default values circuit check will indicate a normal condition. Most
will be used. intermittent conditions are usually a faulty connection
or component. When diagnosing intermittents,
The PCM will continually perform a self diagnosis thoroughly check the suspected circuit for:
check. The PCM can be requested to display any stored
DTC(s) by using a scan tool or manually grounding Poor terminal tension.
the diagnostic test terminal. When the diagnostic test Poor seating of connector halves.
terminal of the Data Link Connector (DLC) is Poor terminal to wire connection.
grounded, the PCM will check the engine speed circuit Improperly formed or damaged terminals.
input, if the voltage is zero, the PCM will flash DTC Improperly installed electrical options.
12 and any other DTC(s) stored. If DTC 12 will not
flash, refer to CHART A -l or CHART A-2 in Faulty PCM power or ground connection.
SECTION 3 for further diagnostic information. Intermittent short or open.
Electrical system surges caused by a defective
Important relay, solenoid, or switch. Normally these
conditions will occur when the faulty
• Always refer to the “On-Board Diagnosis (OBD) component is operated.
System Check” in SECTION 3 before proceeding
to diagnose the system.
CLEARING HISTORY DTC(s)
The scan tool will display all stored DTC(s) in All history DTC(s) can be cleared after all repairs
current or history status. A DTC 12 is not a fault have been completed in the following ways:
condition with the ignition “ON,” engine “OFF.” When 1. With a scan tool.
the manual grounding procedure is used, the MIL will 2. By removing voltage from the PCM.
flash all DTCs stored in the PCM memory (current 3. Fifty ignition cycles with fault removed.
and history). The DTC charts assume the DTC is in
current status. If the DTC is in history status, the fault
may be an intermittent. An “intermittent” DTC is one
which will not reset during the current ignition cycle.
The facing page of a DTC chart will contain
“DIAGNOSTIC AIDS” to help locate intermittent
conditions.
If a visual (physical) check does not locate the
cause of the fault, J 39200 DVM can be used to test
the suspected circuit. The J 39200 DVM can be used
to check for opens or shorts:
• SHORT TO VOLTAGE - Connect J 39200 to
a known good ground on the DC voltage scale.
• SHORT TO GROUND - Connect J 39200 to
a known good B+ on the DC voltage scale.
• OPEN CIRCUIT - Connect J 39200 to each
end of the circuit on the ohms scale with
voltage removed from the circuit.
 ON-BOARD DIAGNOSTIC SYSTEM CHECK
(WITH TECH 1 SCAN TOOL)
Circuit Description:
The “On-Board Diagnostic System Check” is an organized approach to identifying a problem created by a
control module system malfunction. It must be the starting point for any driveability complaint diagnosis, because
it directs the service technician to the next logical step in diagnosing the complaint. Understanding the chart and
using it correctly will reduce diagnostic time and prevent the unnecessary replacement of good parts.

Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This step is a check for the proper operation of the MIL (Service Engine Soon). The MIL should be “ON”
steady.
2. Use TECH 1 to aid diagnosis, therefore, serial data must be available. If a PROM (MEM-CAL) error is
present, the PCM may have been able to flash DTC 12/51, but not enable serial data.
3. Although the PCM is powered up, a “Cranks But Will Not Run” symptom could exist because of a PCM or
system problem.
4. This step will isolate if the customer complaint is a MIL or a driveability problem with no MIL. Refer to
“Diagnostic Trouble Code Identification” in this section for a list of valid DTC(s). An invalid DTC may be
the result of a faulty scan tool, PROM (MEM-CAL) or PCM.
5. Comparison of actual control system data with the Typical TECH 1 Data Values is a quick check to determine
if any parameter is not within limits. Keep in mind that a base engine problem (i.e., advanced cam timing)
may substantially alter sensor values.
 ON-BOARD DIAGNOSTIC (OBD)
SYSTEM CHECK
(WITH TECH 1 SCA N TOOL)

©
BLANK
 If after completing the On-Board Diagnostic (OBD) system check and finding the TECH 1 Scan Tool
diagnostics functioning properly and no DTC(s) displayed, the “Transmission TECH 1 Scan Tool Values” may
be used for comparison with values obtained on the vehicle being diagnosed. The “Transmission TECH 1 Scan
Tool Values” are an average of display values recorded from normally operating vehicles and are intended to
represent what a normally functioning system would display.
ASCANTOOLTHATDISPLAYSFAULTYDATASHOULDNOTBEUSED, ANDTHE
PROBLEMSHOULD BE REPORTEDTOTHE M ANUFACTURER. THE USE OF A
FAULTYSCANTOOLCANRESULTINM ISDIAGNOSISANDUNNECESSARYPARTS
REPLACEM ENT.
Only the parameters listed below are used in this manual for diagnosing. If a scan tool displays other
parameters, the values are not recommended by General Motors for use in diagnosing. For further description
on the values and use of the TECH 1 Scan Tool to diagnose PCM inputs, refer to “General Description.” If all
values are within the range illustrated, refer to SECTION 7A14A (4L60-E) or 7A17A (4L80-E) “Functional
Test Procedure.”
TRANSMISSION TECH 1 SCAN TOOL DATA
Idle / Lower Radiator Hose Hot / Closed Throttle / Park or Neutral / Closed Loop / Accessories Off
SCANPosition Units Displayed Tvpical Data Value Refer to Section
Engine Speed RPM ± 50 RPM from Desired 3
Trans Output Speed RPM ORPM 10A/10B
Eng Cool Tamp C°/F° 85°C - 105°C (185°F - 221°F) 3
Trans Fluid Temp C7F° 82°C - 94°C (180°F - 200°F) 10A/10B
Throt Position Volts 0.3 - 0.9V 3
Throttle Angle Percentage 0% 3
# A/B/C RNG Off/On Off/On/Off 10A
* A/B/C RNG Off/On On/Off/On 10B
Trans Range Sw Invalid, Rev,
Drive 4, 3, 2, Low,
Park/Neut Park/Neut 10A/10B
Commanded Gear 1-4 1 10A/10B
# Adaptable Shift No, Yes No 10A
1-2 Sol, 2-3 Sol Off/On On/On 10A/10B
CTR FDBK 1/2 2/3 Off/On On/On 10A/10B
* Trans Input Speed RPM ± 50 RPM of Engine Speed 10B
#3-2 Control Sol Percentage 0% 10A
# 3-2 Control FDBK Off/On Off 10A
Hot Mode No, Yes No 10A/10B
TCC PWM Solenoid Percentage 0% 10A/10B
TCC Slip Speed RPM ± 50 RPM from Engine Speed 10A/10B
# TCC Solenoid Off/On Off 10A
# CTR FDBK TCC Sol Off/On Off 10A
Desired PCS Amps 1.01 Amps 10A/10B
Actual PCS Amps 1.01 Amps 10A/10B
PCS Duty Cycle Percentage 40% - 60% 10A/10B
MPH Km/h 0-255 0 10A/10B
4WD Low Switch No, Yes No 10A/10B
Cruise Engaged No, Yes No 9B
TCC Brake Switch Open/Closed Closed 10A/10B
Kickdown Enabled No, Yes No 10A/10B
* Trans Gear Ratio Ratio 0.00 10B
* Turbine Speed RPM ± 50 RPM of Engine Speed 10B
1-2 Shift Time Seconds 0 10A/10B
2-3 Shift Time Seconds 0 10A/10B
# 1-2 Shift Time Error Seconds 0 10A
# Curr Adapt Cell % TP Not Used 10A
Trans Calib ID 0-65535 Internal ID 10A/10B
System Voltage Volts 12.0- 14.5V lOA/lOB
 T R A N SM ISSIO N TECH 1 SCAN TOOL DATA DEFINITIONS
ENGINESPEED- Scan tool displays 0 RPMto
8191 RPM . - This parameter indicates the rotational
speed of the engine expressed as revolutions per
minute.
TRANS OUTPUTSPEED-Scan tool displays
0 RPMto 8191 RPM . - This parameter indicates the
rotational speed of the transmission output shaft
expressed as revolutions per minute.
ENGINE (ENG) COOLANT (COOL)
TEM PERATURE(TEM P) -Scan tool displays a
range of -40°Cto 151°Cand -40°F to 304°F. -
This parameter is the input signal of the engine coolant
temperature sensor. Engine coolant temperature is high
(151°C) when signal voltage is low (0 volt), and engine
coolant temperature is low (-40°C) when signal voltage
is high (5 volts).
TRANS FLUID TEM P - Scan tool displays a
range of -40°Cto 151°C and -40°F to 304°F. -
This parameter is the input signal of the transmission
fluid temperature sensor. Transmission fluid
temperature is high (151°C) when signal voltage is
low (0 volt), and transmission fluid temperature is low
(-40°C) when signal voltage is high (5 volts).
THROTTLE (THROT) POSITION - Scan tool
displays a range of 0.00 volt to 5.10 volts. -
This parameter indicates the signal input of the throttle
position sensor circuit. Low voltage (approximately
.3V to 1.3V) indicates closed throttle, high voltage
(approximately greater than 4.5 V) indicates wide open
throttle.
THROTTLEANGLE-Scantool displays arange
of 0%to 100%. - This parameter indicates the signal
input of the throttle position sensor circuit. 0% throttle
angle (low voltage) indicates closed throttle, 100%
throttle angle (high voltage) indicates wide open
throttle.
A/B/C RANGE (RNG) - Scan tool displays
"ON"/"OFF," "0N'7"0FF," "ON"/"OFF" -
These parameters are the three inputs from the
transmission range pressure switch assembly. “ON”
represents a B+ voltage signal, “OFF” represents a 0
voltage signal.
TRANS RANGE SW ITCH (SW) - Scan tool
displays a range of invalid, Park/Neutral,
Reverse, Drive 4, Drive 3, Drive 2, and Low. -
This parameter is the decoded status of the three A/B/
C range inputs from the transmission range pressure
switch assembly and represents the position of the
transmission manual valve.
COMMANDED GEAR - Scan tool displays a
range of 1,2,3, or4. - This parameter is the decoded
commanded state of the 1-2 and 2-3 shift solenoids.
1-2 SOLENOID(SOL) / 2-3 SOLENOID(SOL) -
Scan tool displays "ON"/"OFF." - These
parameters are the commanded status of the 1-2 and
2-3 shift solenoids. “ON” represents a commanded
energized state (current flowing through solenoid).
“OFF” represents a commanded non-energized state
(current not flowing through solenoid).
CONTROL(CTR) FEEDBACK(FDBK) 1/2 2/3 -
Scan tool displays "ON"/"OFF." - These
parameters are the actual states of the 1-2 and 2-3 shift
solenoid driver control circuits. “ON” represents a
driver control signal at 0 voltage. “OFF” represents a
driver control signal at B+ voltage.
TRANS INPUT SPEED - Scan tool displays
0 RPM-8191 RPM . - This parameter indicates the
rotational speed of the transmission input shaft
expressed as revolutions per minute.
HOTM ODE - The scan tool will display this value
either “ON” or “OFF.” When displayed “ON,” the
transmission fluid temperature has become greater than
146°C (295°F).
TCCSLIPSPEED-Scan tool displays a range
of -4096 RPMto +4095 RPM . - This parameter is
the difference between transmission input speed and
engine speed. A negative value indicates engine speed
is less than input speed (deceleration). A positive value
indicates engine speed is greater than input speed
(acceleration). A value of zero indicates input speed is
equal to engine speed (TCC applied).
 T R A N SM ISSIO N TECH 1 SCAN TOOL DATA DEFINITIONS
TCC PWM SOLENOID - Scan tool displays a
range of 0% to 100%. - This parameter is the
commanded percentage of “ON” time of the TCC
solenoid. 100% represents an “ON” (energized)
commanded state. 0% represents (non-energized)
commanded state.
CONTROL (CTR) FEEDBACK (FDBK) TCC SOL
- Scan tool displays "ON/"OFF." - This parameter
is the actual state of the TCC solenoid driver control
circuit. “ON” indicates a driver control signal at
0 voltage. “OFF” indicates a driver control signal at
B+ voltage.
DESIRED PRESSURE CONTROL SOLENOID
(PCS) - Scan tool displays a range of 0.00 amp
to 1.10 amps. - This parameter is the commanded
current of the pressure control solenoid circuit. 0.00
amp (no current flow) indicates commanded higher
line pressure. 1.10 amps (high current flow) indicates
commanded lower line pressure.
ACTUAL PRESSURE CONTROL SOLENOID
(PCS) - Scan tool displays a range of 0.00 amp
to 1.10 amps. - This parameter is the actual current
of the pressure control solenoid circuit at the control
module. 0.00 amp (no current flow) indicates actual
high line pressure.
PRESSURE CONTROL SOLENOID (PCS) DUTY
CYCLE - Scan tool displays a range of 0% to
100%. - This parameter is the commanded state of
the pressure control solenoid expressed as a percent
of energized on time. 0% indicates zero on time (non­
energized) or no current flow. 100% indicates
maximum on time (energized) or high current flow.
MPH Km/h - Scan tool displays a range of
0 mph to 255 mph. - This parameter is the input
signal from the vehicle speed sensor.
FOUR WHEEL DRIVE (4WD) LOW SWITCH -
Scan tool displays NO/YES. - This parameter is
the signal state of the four wheel drive low circuit. NO
indicates a B+ voltage signal (4WD low not requested),
YES indicates a 0 voltage signal (4WD low requested).
CRUISE ENGAGED-Scan tool displays NO/
YES. - This parameter is the signal state of the cruise
control “ON”/“OFF” switch. NO indicates a 0 voltage
signal (cruise control not requested). YES indicates a
B+ voltage (cruise control requested).
TCC BRAKE SW ITCH - Scan tool displays
OPEN/CLOSED. - This parameter indicates the state
of the TCC brake switch circuit input. Open indicates
a 0 voltage input (brake switch open, brake pedal
applied). Closed indicates a B+ voltage input (brake
switch closed, brake pedal released).
KICKDOW NENABLED-(Above approximately
75%TPS) -Scan tool displays NO/YES. - This
parameter indicates whether enabling conditions exist
for an acceleration mode downshift. NO indicates
enabling conditions (throttle position, vehicle speed,
input speed, etc.) do not exist for an acceleration mode
downshift. YES indicates enabling conditions exist for
an acceleration mode downshift.
1-2 SHIFTTIM E-Scan Tool displays a range
of 0.00 seconds to 6.38 seconds. - This parameter
is the actual time of the last 1-2 shift.
2-3 SHIFTTIM E-Scan tool displays a range
of 0.00 seconds to 6.38 seconds. - This parameter
is the actual time of the last 2-3 shift.
TRANS GEAR RATIO- Scan tool displays a
rangeof 0.00-5.00. - This parameter is the difference
between input speed and output speed.
TURBINESPEED-Scan tool displays a range
of 0 RPMto 8191 RPM . - This parameter indicates
rotational speed of the turbine shaft, expressed as
revolutions per minute.
TRANS CALIBRATION(CALIB) ID-Scan tool
displays arangeof 0000 to 9999. - This parameter
is the four digit identification of the transmission
software calibration.
SYSTEMVOLTAGE-Scan tool displays 0.00
volt to 25.5 volts. - This parameter is the battery
ignition voltage input to the control module.
 4L80-E TR A N SM ISSIO N FLUID CHECKING PROCEDURE
1. Start engine and drive vehicle for a minimum of 24 km (15 miles), or until normal operating
temperature is reached.
2. Park vehicle on level ground.
3. Move gear selector to "PARK".
4. Apply park brake and block wheels.
5. Let the vehicle idle for 3 minutes with accessories off.
6. Check fluid level, color and condition.

CW KX ? NWk - YOY.\U&

NOTE: FLUID LEVEL TO BE IN CROSS-HATCHED AREA HOT FULL

ON FLUID LEVEL INDICATOR BLADE. CHECK AT
OPERATING TEMPERATURE.

4-94
DE17-015GG

Fluid Checking Procedure

 DIAGNOSTIC TROUBLE CODE (DTC) IDENTIFICATION
The MIL (Malfunction Indicator Lamp) will be “ON” if an emission malfunction exists. If the
malfunction clears, the lamp will go “OFF” and the DTC will be stored in the PCM. Any DTC(s) stored
will be cleared if no problem recurs within 50 engine starts.

Important

All DTC(s) with the sign * are transmission related DTC(s) and have descriptions, diagnostic charts
are in SECTION 1OB. Remember, always start with the lowest numerical engine DTC first. When diagnosing
some engine DTC(s), other transmission symptoms can occur.

DTCNUMBERAND SECTION DTCNUMBERAND SECTION

NAME NAME

DTC13 - Oxygen 02S Sensor 3A DTC32 - Exhaust Gas 3A

Circuit (Open Circuit) Recirculation (EGR) System
DTC14 - Engine Coolant 3A DTC33 - Manifold 3A
Temperature (ECT) Sensor Absolute Pressure (MAP)
Circuit Low (High Sensor Circuit
Temperature Indicated) High (Low Vacuum)
DTC15 - Engine Coolant 3A
Temperature (ETC) Sensor DTC34 - Manifold 3A
Circuit High (Low Absolute Pressure (MAP)
Temperature Indicated) Sensor Circuit
Low (High Vacuum)
DTC16 - (VSS) Buffer 3A
Fault DTC35 - IAC Error 3A
DTC21 - Throttle Position 3A
(TP) Sensor Circuit High * DTC37 - Brake Switch 10B
(Signal Voltage High) Stuck “ON”

DTC22 - Throttle Position 3A * DTC38 - Brake Switch 10B

(TP) Sensor Circuit Low Stuck “OFF”
(Signal Voltage Low)
* DTC39 - TCC Stuck “OFF” 10B
DTC23 - Intake Air Temperature 3A
(IAT) Sensor Circuit High
DTC42 - Ignition Control 3A
(Low Temperature Indicated)
(IC) Error
* DTC24 - Vehicle Speed 1OB
Sensor (VSS) Circuit Low 3A DTC43 - Knock Sensor 3A
(Trans Output Speed Signal) (KS) Circuit
DTC25 - Intake Air Temperature 3A DTC44 - Lean Exhaust 3A
(IAT) Sensor Circuit Low
(High Temperature Indicated) DTC45 - Rich Exhaust 3A
* DTC28 - Transmission 10B
Range (TR) Pressure
Switch Assembly Fault 7-94
DE17-016C/K
 DIAGNOSTIC TROUBLE CODE (DTC) IDENTIFICATION
The MIL (Malfunction Indicator Lamp) will be “ON” if an emission malfunction exists. If the
malfunction clears, the lamp will go “OFF” and the DTC will be stored in the PCM. Any DTC(s) stored
will be cleared if no problem recurs within 50 engine starts.

9| Important

All DTC(s) with the sign * are transmission related DTC(s) and have descriptions, diagnostic charts
are in SECTION 10B. Remember, always start with the lowest numerical engine DTC first. When diagnosing
some engine DTC(s), other transmission symptoms can occur.

DTCNUMBERAND SECTION DTCNUMBERAND SECTION

NAME NAME

DTC51 - PROM Error 3A * DTC 72 - Vehicle Speed 10B

(MEM-CAL) Sensor (VSS) Circuit
Loss (Trans Output
* DTC52 - System Voltage 10B Speed Signal)
High Long
* DTC 73 - Pressure 10B
* DTC53 - System Voltage 10B Control Solenoid (PCS)
High (Current Error)

DTC54 - Fuel Pump Relay 3A * DTC 74 - Transmission Input 10B

Circuit (Low Voltage) Speed (TIS) Sensor Circuit

DTC55 - Faulty PCM 3A * DTC 75 - System 10B

Voltage Low
* DTC58 - Transmission 10B
Fluid Temperature (TFT) * DTC 79 -Transmission 10B
Sensor Circuit Low (High Fluid Overtemp
Temperature Indicated)
* DTC 81 - 2-3 Shift 10B
* DTC59 - Transmission 10B Solenoid Circuit Fault
Fluid Temperature (TFT)
Sensor Circuit High (Low * DTC 82 - 1-2 Shift 10B
Temperature Indicated) Solenoid Circuit Fault

* DTC67 - Torque Converter 10B * DTC 83 - TCC PWM 10B

Clutch (TCC) Solenoid Solenoid Circuit Fault
Circuit Fault
* DTC 85 - Undefined Ratio Error 10B
* DTC68 - Trans Component 10B
Slipping * DTC 86 - Low Ratio Error 10B

* DTC69 - Torque 10B * DTC 87 - High Ratio Error 10B

Converter Clutch (TCC)
Solenoid Stuck “ON”
7-94
DE17-017C/K
 PCM
INPUT SPEED
T R A N S M IS S IO N 1230 GRY/RED — F2
SIG N A L HIGH
INPUT SPEED
SE N S O R INPUT SPEED
1231 DK BLU/W HT- F3 SIG N A L LOW

LINEAR EGR
T R A N S M IS S IO N FLUID BACK VIEW
TEM PERA TU RE (TFT) S E N S O R M A P S E N SO R OF
[ ---- CO NNECTO R
SEN SO R
M 455 PPL - B4 G RO U N D

TFT n : a D : i:
1227 BLK/YEL — B5 S IG N A L z z in n p ~ -
□ □
TCC □ □
TO RQUE 1350 DK BLU -\ E11 SO LEN O ID □ □
CO NVERTER CONTROL □ □
CLUTCH □ □
(TCC) T R AN S
SO LEN O ID
10 A M P
TO zz^onizz
IGNITION zzzuntz
1-2 SHIFT SWITCH
SO LEN O ID
1-2 SHIFT 32 PIN A-B
1222 LT GRN — E9 SO LEN O ID CO NNECTO R
CONTROL (RED)

T R A N S M IS S IO N
W IRING
2-3 SHIFT CO NNECTO R BACK VIEW
SO LEN O ID OF
2-3 SHIFT CONNECTOR
1223 YEL/BLK — E8 SO LEN O ID
CONTROL

P R E SSU R E
CO NTROL D 1-------------------- 1229 LT BLU/WHT - F7 PCS "LOW "
SO LEN O ID ZZ33H ZZZ
(PCS) I
I — n rt^ z
□ □
1228 RED/BLK — F10 PCS “HIGH11 □ □
□ □
□ □
□ □
AS
1224 P N K - F1 RANGE -.z z a n :
SIG N A L "A" :z z a n z
:z 3 3 \3 :z l
RANG E — nr>~~
-1225 DK B L U - E4
SIG N A L "B"
32 PIN E-F
RANG E CONNECTOR
1226 R E D - E5 (BLUE)
SIG N A L "C"

r
TO 4WD
INDICATOR < ---- 1493 DK B LU E -| F8 A/VV— B+
SW ITCH 4WD LOW SIG N A L
T R A N S M IS S IO N RANGE (TR)
P R E SSU R E SW ITCH A S S E M B L Y
7-94
DE17-018C/K
 4WD LOW SWITCH SIGNAL CHECK
Circuit Description:
The 4WD low circuit consists of a transfer case switch, front axle actuator, and wiring. The PCM supplies a
B+ voltage signal to the transfer case switch on CKT 1493. With 2WD or 4WD HI selected, no ground path is
provided for CKT 1493, and the voltage signal at the PCM will be B+. When 4WD low is selected, the transfer
case switch provides a ground for CKT 1493, and the PCM 4WD low signal CKT 1493 will change from B+ to
zero volts. The transfer case switch also completes CKT 50 (B+) to CKT 1296 to provide B+ to the front axle
actuator.

Action Taken (PCM will default to): No DTC(s) will be set, however, failures of the 4WD low circuit can
cause many types of complaints such as: early/late shifts, erratic shifts.

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks for proper circuit operation.
2. This test checks for a proper reference signal from the PCM.
3. This test checks the ability of the transfer case switch to ground the reference signal from the PCM.

Diagnostic Aids:
For further information, refer to SECTION 7D of the appropriate service manual.
©

©
 TRANSMISSION RANGE (TR)
PRESSURE SWITCH ASSEMBLY CIRCUIT CHECK
Circuit Description:
The Transmission Range (TR) switch assembly consists of five normally open pressure switches and is
attached to the valve body. The PCM supplies battery voltage to each range signal. By grounding one or more of
these circuits through various combinations of the pressure switches, the PCM detects what manual valve position
has been selected by the vehicle operator. With ignition “ON” and engine “OFF,” P/N will be indicated. When
transmission electrical connector is disconnected, the ground potential for the three range signals to the PCM
will be removed, and with ignition “ON,” D2 will be indicated.

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic charts.
1. This test checks the indicated range signal to the manual valve position actually selected.
2. This test checks for correct voltage from the PCM to the transmission external connector.
3. This test checks for a short to ground from the PCM to the transmission external connector in any one of the
three circuits.

Diagnostic Aids:
Refer to accompanying chart for various A/B/C range Range Signal A B C
combinations. Check all wiring connectors for proper terminal
Park ON OFF ON
tension.
Rev OFF OFF ON
Refer to “TR Pressure Switch Assembly Resistance Check” or ON OFF ON
Neutral
“Functional Test Procedure” in SECTION 7A17A of the appropriate D4 ON OFF OFF
service manual for further information. D3 ON ON OFF
D2 ON ON ON
D1 OFF ON ON
Illegal OFF ON OFF
Illegal OFF OFF OFF
Expected Readings

"O N " = B+ / "OFF" = 0 volts

 TRANSMISSION RANGE (TR)
PRESSURE SWITCH ASSEMBLY
CIRCUIT CHECK
 VS S S IG N A L BUFFER M O D U LE

2000 VSS IN P U T C7 822 LT GRN/BLK VEHICLE

PULSES SPEED SENSOR
PER (VSS)
VSS IN P U T C12 — 821 PPL/W HT
M ILE
IG N ITIO N IG NITIO N
C9
FEED SW ITCH
VSS PCM
BUFFER
C10
M O D U LE
T R A N S O U TP U T 1—AAA/'—5V
C13 — 437 BRN F12 L O U TPU T SPEED
SPEED
40 S IG N A L
PULSES VSS O U TP U T C11 F13
PER REV ■j— V v V — 5V
•-V E H IC L E SPEED
VSS BUFFER TO
VSS O U TPU T C15 824 LT BLU/BLK- S IG N A L
HAR NESS SPEEDO
CO NNECTOR
(FRONT VIEW ) GROUND C8 — * ----------------------1
ENGINE
* REFER TO PCM W IR IN G D IA G R A M S IN THE BACK OF GROUNDS 4-94
THIS SECTION FOR CIRCUIT N U M B E R S A N D COLORS. DE17-021GG

DTC 24
VEHICLE SPEED SENSOR (VSS) CIRCUIT LOW
(TRANS OUTPUT SPEED SIGNAL)

Circuit Description:
The speed sensor circuit consists of a magnetic induction type sensor, a Vehicle Speed Sensor buffer module,
4WD low switch (when needed), and wiring. Gear teeth pressed onto the output shaft induces an alternating
voltage into the sensor. This signal is transmitted to the VSS buffer module. The VSS buffer module compensates
for various final drive ratios. The VSS buffer module will also convert the AC VSS signal into a 40 Pulse Per
Revolution (PPR) DC signal on CKT 437 to indicate transmission output speed. On 4WD vehicles, the 4WD
low signal will also be used for adjustment of the 40 PPR signal to the PCM.

DTC 24 Will Set When:

• Not in P/N. • MAP is greater than 40 kPa.
• CKT 437 voltage is constant. • TP is between 10% and 100%.
• Engine speed is greater than 3000 RPM. • All conditions met for 3 seconds.
• Output speed is less than 200 RPM. • No DTC(s) 21, 22, 28, 33, or 34.

Action Taken (PCM will default to): Second gear only at maximum line pressure.

DTC 24 Will Clear When: The ignition is cycled “OFF” then “ON.”

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks for voltage to the VSS buffer module.
2. This test checks the ground circuit to the VSS buffer module.
3. This test checks the Vehicle Speed Sensor (VSS) circuit at the VSS buffer module.
4. This test checks for an output speed signal from the VSS buffer module.

Diagnostic Aids:
• DTC 24 will set when no vehicle speed is detected at start off.
• DTC 72 will set when vehicle speed has been detected and is lost.
 DTC 24
VEHICLE SPEED SENSOR (VSS) CIRCUIT LOW
(TRANS OUTPUT SPEED SIGNAL)
 PCM
1224 PNK — FI ■ •A A /V — B+
LRANG E
REV N.O.
w SIG N A L "A"
S IG NAL
LO N.O. ■1225 DK B L U — E4 ♦A A A A - B+
D3 N.O.
L RANGE
SIG
S IG NAL
N A L "B"
* 1226 R E D - E5 f \W - B+
L RANGE
D2 N.O. D4 N.O. .T R A N S M IS S IO N
S IG N A L "C"
CONNECTOR

T R A N S M IS S IO N RANGE (TR)
PRESSURE SW ITCH A S S E M B LY

4-94
DE17-019GG

DTC 28
T R A N SM ISSIO N RANGE (TR) PRESSURE SWITCH ASSEM BLY FAULT
Circuit Description:
The Transmission Range (TR) switch assembly consists of five normally open pressure switches and is
attached to the valve body. The PCM supplies battery voltage to each range signal. By grounding one or more of
these circuits through various combinations of the pressure switches, the PCM detects what manual valve position
has been selected by the vehicle operator. With ignition “ON” and engine “OFF,” P/N will be indicated. When
the transmission electrical connector is disconnected, the ground potential for the three range signals to the
PCM will be removed, and with ignition “ON,” D2 will be indicated.

DTC 28 Will Set When: Range signals “A” and “C” are both zero volts “ON” for 2 seconds.

Action Taken (PCM will default to): Harsh shifts, drive 4 shift control. TCC will be inhibited, and if in hot
mode, there will be no fourth gear. DTC 28 will be stored in the PCM memory but will not turn “ON” the
Malfunction Indicator Lamp (MIL).

DTC 28 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled from “OFF”
then “ON.”

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks the indicated range signal to the manual valve position actually selected.
2. This test checks for correct voltage from the PCM to the transmission external connector.
3. This test checks for a short to ground from the PCM to the transmission external connector in any one of the
three circuits.
Range Signal A B C
Diagnostic Aids:
DTC 28 will set if the PCM detects one of two “Illegal” Park ON OFF ON
combinations. Rev OFF OFF ON
Neutral ON OFF ON
Refer to accompanying chart for various A/B/C range D4 OFF OFF
ON
combinations. Check all wiring connectors for proper terminal D3 ON ON OFF
tension. D2 ON ON ON
Refer to “TR Pressure Switch Assembly Resistance Check” or D1 OFF ON ON
“Functional Test Procedure” in SECTION 7A17A of the appropriate
Illegal OFF ON OFF
service manual for further information.
Illegal OFF OFF OFF
Expected Readings

"O N " = B+ / "OFF" = 0 volts

 DTC 28
TRANSMISSION RANGE (TR) PRESSURE
SWITCH ASSEMBLY FAULT
 TCC BRAKE SW ITCH
(N O R M A LLY CLOSED)

PCM
TCC BRAKE
TO 420 PPL E13
S W S IG N A L
IG N ITIO N 15 A M P
SW ITCH

* REFER TO PCM W IR IN G (SECTION 3).

DE17-024CaCa

DTC 37/38
TCC BRAKE SWITCH STUCK "O N "/
TCC BRAKE SWITCH STUCK "OFF"
Circuit Description:
The normally closed brake switch supplies a B+ signal on CKT 420 to the PCM. The signal voltage drops to
0 volt when the TCC brake switch is opened (brake pedal applied).

DTC 37 Will Set When:

• CKT 420 is open.
- Vehicle speed is less than 5 mph for greater than 6 seconds.
- Then vehicle speed is between 5 mph and 20 mph for greater than 6 seconds.
- Then vehicle speed is greater than 20 mph for greater than 6 seconds.
- For a total of seven times.

DTC 38 Will Set When:

• CKT 420 has constant voltage.
- Vehicle speed is greater than 20 mph for greater than 6 seconds.
- Then vehicle speed is between 5 mph and 20 mph for greater than 6 seconds.
- For a total of seven times.

Action Taken (PCM will default to):

• No TCC
• No fourth gear in hot mode.

DTC 37/38 Will Clear When: Fault condition no longer exists.

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks for voltage at the brake switch.
2. This test checks the brake switch.
3. This test checks CKT 420 at the PCM.

Diagnostic Aids:
• Refer to “PCM Intermittent Diagnostic Trouble Code or Performance.”
 L *-*TCC ENABLE*
CONVERTER « REG CONV FDi
HUB EO TO C O O LER^
E APPLY/RETURN b E

TURBINE
.SHAFT

COOLER

APPLY/RETURN I

IGNITION
SWITCH
A
PCM LINE (FROM PUMP)

PWM
TCC PWM SOLENOID
SOLENOID OFF
CONTROL
EX
------ » •- E11 1350 DK BLU

7-94
DE17-026C/K

DTC 39
TCC STUCK "OFF"
Circuit Description:
The PCM commands the TCC PWM solenoid “ON” by modulating TCC signal fluid acting on the converter
clutch shift valve. Then TCC apply fluid applies the torque converter clutch.

DTC39 W ill Set W hen:

• No DTC(s) 28, 71, or 74. • Trans range in D3 or D4.
• TCC is commanded “ON.” • 2nd or 3rd gear.
• TCC slip speed greater than 65 RPM. • All conditions are met for two seconds.

Action Taken (PCMwill default to): Inhibits 4th gear if in hot mode.

DTC39 Will ClearWhen: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF” then
“ON.”

DTCChart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This checks the mechanical and hydraulic operation of the TCC, while commanded “ON” by the PCM.

Diagnostic Aid: Snapshot mode will record 5 data parameters per second.
 DTC 39
TCC STUCK "OFF"
 PCM
BATTERY
440 ORN E16 VO LTAG E
IN PU T

IG N ITIO N
* IG N ITIO N 439 PN K /BLK- E15 VO LTAG E
FEED IN PU T

REFER TO PCM W IR IN G (SECTION 3) FOR

SPECIFIC B + V O L T A G E SUPPLY CIRCUITS. 4-94
DE17-028GG

DTC 52/53
SY ST E M VOLTAGE HIGH LONG/SYSTEM VOLTAGE HIGH
Circuit Description:
Ignition voltage is supplied to the control module to indicate the ignition status of the ignition switch.
Battery voltage is supplied to the control module to, in part, maintain memory of learned functions and parameters.

DTC 52 Will Set When:

• The ignition is “ON.”
• The ignition system voltage is greater than 16 volts.
• All conditions met for 109 minutes.

DTC 53 Will Set When:

• The ignition is “ON.”
• The ignition system voltage is greater than 19.5 volts.
• All conditions met for 2 minutes.

Action Taken (PCM will default to):

• Maximum line pressure.
• 2nd gear.
• Inhibit TCC.

DTC 52/53 Will Clear When: Fault condition no longer exists, and the ignition switch is cycled “OFF” then
“ON.”

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic charts.
1. Normal battery voltage is between 9-15 volts.
2. This test checks if the generator is faulty under load conditions. If the voltage is greater than 15 volts, refer
to SECTION 6D3 of the appropriate service manual.

Diagnostic Aids:
• Charging the battery and jump-starting an engine may set DTC 52/DTC 53. If DTC(s) set when an accessory
is operated, check for faulty connections or excessive current draw. Refer to SECTION 6D3 of the appropriate
service manual for circuit details.
• Check for faulty connections at the starter solenoid or fusible link.
 DTC 52/53
SYSTEM VOLTAGE HIGH LONG/
SYSTEM VOLTAGE HIGH

©
 DTC 58
T R A N SM ISSIO N FLUID TEMPERATURE (TFT) SEN SO R CIRCUIT LOW
(HIGH TEMPERATURE INDICATED)
Circuit Description:
The TFT sensor is a thermistor that controls the signal voltage to the PCM. The PCM supplies a 5 volt
reference signal to the sensor on CKT 1227. When the transmission fluid is cold, the sensor resistance is high
and the PCM will sense high signal voltage.
As the transmission fluid temperature warms to normal transmission operating temperature of 100°C (212°F),
the sensor resistance becomes less and the voltage decreases to approximately 1.5 to 2.0 volts. With a DTC 79
also set, check the transmission cooling system.

DTC 58 Will Set When:

• Signal voltage indicates TFT greater than 151°C (306°F).
• All conditions met for 1 second.

Action Taken (PCM will default to): The PCM will use a warm default trans fluid temperature value.

DTC 58 Will Clear When: The fault condition(s) no longer exist.

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks for a short to ground or a skewed sensor.
2. This test checks for an internal fault within the transmission by creating an open.

Diagnostic Aids: Check harness routing for a potential short to ground in CKT 1227.
Scan tool TFT displays should rise steadily to about 100°C (212°F) then stabilize.
Refer to “PCM Intermittent Diagnostic Trouble Codes or Performance.”
The temperature to resistance value scale in SECTION 7A17A may be used to test the TFT sensor at the
various temperature levels to evaluate the possibility of a “skewed” sensor. A “skewed” (mis-scaled) sensor
could result in delayed garage shifts or TCC complaints.
 DTC 58
TRANSMISSION FLUID TEMPERATURE (TFT)
SENSOR CIRCUIT LOW
(HIGH TEMPERATURE INDICATED)

©
 DTC 59
T R A N SM ISSIO N FLUID TEMPERATURE (TFT) SEN SO R CIRCUIT HIGH
(LOW TEMPERATURE INDICATED)
Circuit Description:
The TFT sensor is a thermistor that controls the signal voltage to the PCM. The PCM supplies a 5 volt
reference signal to the sensor on CKT 1227. When the transmission fluid is cold, the sensor resistance is high
and the PCM will sense high signal voltage.
As the transmission fluid temperature warms to normal transmission operating temperature 100°C (212°F),
the sensor resistance becomes less and the voltage decreases to approximately 1.5 to 2.0 volts.

DTC 59 Will Set When:

• Signal voltage indicates TFT less than -40°C (-40°F).
• All conditions met for 1 second.

Action Taken (PCM will default to): The PCM will use a warm default trans fluid temperature value.

DTC 59 Will Clear When: The fault condition(s) no longer exist.

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This checks for entire circuit and indicates whether the malfunction is present.
2. This test simulates a DTC 58. If the PCM recognizes the low signal voltage (high temperature), and the scan
displays 151°C (305°F) or greater, the PCM and wiring are OK.
3. This test checks if CKT 1227 is open. There should be 5 volts present at the sensor connector if measured
with J 39200.

Diagnostic Aids: Scan tool displays transmission fluid temperature in degrees. After transmission is operating,
the temperature should rise steadily to about 100°C (212°F) then stabilize.
A faulty connection or an open in CKT 455 or CKT 1227 can result in a DTC 59.
The “Temperature to Resistance Value” scale in SECTION 7A17A may be used to check the TFT sensor at
various temperature levels to evaluate the possibility of a “skewed” (mis-scaled) sensor. A “skewed” sensor can
result in firm shifts, or TCC complaints.
 DTC 59
TRANSMISSION FLUID TEMPERATURE (TFT)
SENSOR CIRCUIT HIGH
(LOW TEMPERATURE INDICATED)

©
 LINE (FROM PUMP)1

PWM
TCC PWM SOLENOID
SOLENOID OFF
CONTROL
-------• •- E11 1350 DK BLU

7-94
DE17-026C/K

DTC 68
TRANS COMPONENT SLIPPING
Circuit Description:
The PCM monitors the difference in engine speed and input speed. With transmission in “drive,” and TCC
locked, the scan tool should display engine speed closely matching input speed.
DTC 68 Will Set When:
• NoDTC(s)28, 71,74.
• TCC slip speed greater than 200 RPM.
• Fourth gear is indicated.
Action Taken (PCM will default to):
• Inhibit TCC operation.
• Inhibit manual mode operation.
DTC 68 Will Clear When: The fault condition(s) no
longer exist, and the ignition switch is cycled “OFF”
then “ON.”
DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. This test checks the indicated range signal to the
actual selected range. A faulty switch could set
DTC 68.
2. This test checks the torque converter for slippage
while in a commanded lock-up state.
TCC is locked.
Not in park/neutral.
All conditions are met for 2 seconds.
Diagnostic Aids:
• Check for deformed connectors at pass-thru
connector.
• DTC 68 will set when going to default (second
gear).
• Refer to “PCM Interm ittent D TC(s) or
Performance.”
• Refer to SECTION 7A17A for information on
“Internal Transmission Faults.”
• An intermittent incorrect engine speed signal will
set a DTC 68 if the incorrect signal lasts for greater
than 2 seconds.
• A mechanical failure in the 1-2 shift solenoid (stuck
“OFF”) or 2-3 shift solenoid (stuck “ON”), could
set DTC 68.
 DTC 68
TRANS COMPONENT SUPPING

©
 CONVERTER
HUB
a p p l y /r e t u r n :

IIR E G a p p l y :
TURBINE
,SHAFT

COOLER

APPLY/RETURN!

IGNITION
SWITCH

PCM LINE (FROM PUMP)

PWM
TCC PWM SOLENOID
SOLENOID OFF
CONTROL
-------* #- E11 1350 DK BLU

7-94
DE17-026C/K

DTC 69
TORQUE CONVERTER CLUTCH (TCC) SOLENOID STUCK "O N "
Circuit Description:
The PCM commands the TCC PWM solenoid “ON” by modulating TCC signal fluid acting on the converter
clutch shift valve. Then TCC apply fluid applies the torque converter clutch.

DTC 69 Will Set When:

• No DTC(s) 21, 22, 28, 71, 74 are set. Trans range switch indicates D3 or D4.
• TCC slip speed RPM indicates between -5 and +10. Commanded gear indicates 2nd or 3rd gear.
• TCC solenoid is commanded “OFF.” All conditions are met for 2 seconds.
• TP sensor signal is greater than 25%.

DTC 69 Will Clear When: Fault condition no longer exists and the ignition switch is cycled “OFF” then “ON.”

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks for proper throttle position sensor operation.
2. This test checks the mechanical state of the TCC. When the PCM commands the TCC solenoid “OFF,” TCC
slip speed should increase.

Diagnostic Aids: If the TCC is mechanically stuck “ON,” vehicle speed is zero, brakes are applied, and D2 is
selected, the TCC fluid will mechanically apply the TCC causing an engine stall.
Scan TP signal while depressing accelerator pedal with engine “OFF” and ignition “ON.” Display should
vary from below .85 volt when the throttle is closed to over 4.0 volts when the throttle is held at wide open
throttle. Incorrect TP sensor values may affect TCC operation.
 DTC 69
TORQUE CONVERTER CLUTCH (TCC) STUCK "O N "
 VSS S IG N A L BUFFER M O DULE

2000 VSS IN P U T C7 822 LT G RN/BLK VEHICLE

PULSES SPEED SENSOR
PER C12 (VSS)
VSS INPUT 821 PPL/W HT —
MILE
IG N ITIO N C9 — * IG NITIO N
FEED SW ITCH
VSS
BUFFER
PCM
C10
M O D U LE
TR A N S O U TP U T —A /V A - 5V
SPEED
C13 — 437 BRN F12 L O U TP U T SPEED
40 SIG N A L
PULSES VSS O U TP U T C11 — * F13 T -A * A ^ 5 V
PER REV
VSS BUFFER L VEHICLE SPEED
TO S IG N A L
HAR NESS VSS O U TP U T C15 — 824 LT BLU/BLK-
SPEEDO
CO NNECTOR
(FR O NT VIEW ) GROUND C8 — *
A . ENGINE
* REFER TO PCM W IR IN G D IA G R A M S IN THE BACK OF ” G RO UNDS 4-94
THIS SECTION FOR CIRCUIT N U M B E R S A N D COLORS. DE17-021GG

DTC 72
VEHICLE SPEED SENSO R (VSS) CIRCUIT LOSS
(TRANS OUTPUT SPEED SIGNAL)
Circuit Description:
The speed sensor circuit consists of a magnetic induction type sensor, a Vehicle Speed Sensor (VSS) buffer
module, 4WD low switch (when needed), and wiring. Gear teeth pressed onto the output shaft induces an
alternating voltage into the sensor. This signal is transmitted to the VSS buffer module. The VSS buffer module
compensates for various final drive ratios. The VSS buffer module will also convert the AC VSS signal into a 40
Pulse Per Revolution (PPR) DC signal on CKT 437 to indicate transmission output speed. On 4WD vehicles,
the 4WD low signal will also be used for adjustment of the 40 PPR signal to the PCM.

DTC 72 Will Set When:

• Not in P/N. • In P/N.
- Transmission output speed change is - Transmission output speed change is
greater than 1000 RPM. greater than 2050 RPM.
- Engine speed is greater than 300 RPM. - Engine speed is greater than 300 RPM.
- Conditions met for 2 seconds. - Conditions met for 2 seconds.
- No DTC 28 set. - No DTC 28 set.

Action Taken (PCM will default to): A (soft) delayed landing to second gear and maximum line pressure.

DTC 72 Will Clear When: The ignition is cycled “OFF” then “ON.”

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks for voltage to the VSS buffer module.
2. This test checks the ground circuit to the VSS buffer module.
3. This test checks the Vehicle Speed Sensor (VSS) circuit at the VSS buffer module.
4. This test checks for an output speed signal from the VSS buffer module.

Diagnostic Aids:
• DTC 24 will set when no vehicle speed is detected at start off.
• DTC 72 will set when vehicle speed has been detected and is lost.
 DTC 72
VEHICLE SPEED SENSOR (VSS) CIRCUIT LOSS
(TRANS OUTPUT SPEED SIGNAL)

©
 T R A N S M IS S IO N
W IRING
CONNECTOR
AS S E M B LY PCM

PRESSURE CO NTRO L
SO LE N O ID (PCS)

4-94
DE17-036GG

DTC 73
PRESSURE CONTROL SOLENOID (PCS) CIRCUIT
(CURRENT ERROR)
Circuit Description:
The pressure control solenoid is a PCM controlled device used to regulate transmission line pressure. The
PCM compares TP voltage, engine RPM and other inputs to determine the line pressure appropriate for a given
load. The PCM will regulate the pressure by applying a varying amperage to the pressure control solenoid. The
applied amperage can vary from 0.1 to 1.1 amp. The PCM then monitors the amperage at the return line.

DTC 73 Will Set When: The return amperage varies greater than 0.16 amp from the commanded amperage,
for at least one second, and no DTC 75 stored.

Action Taken (PCM will default to): Full line pressure will be applied causing harsh shifts. DTC 73 will be
stored in the PCM memory but will not turn “ON” the MIL (Malfunction Indicator Lamp).

DTC 73 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF” then
“ON.”

DTC Chart Test Description: Number(s) below refer to Pressure Control S o le n o id Line Pressure
circled number(s) on the diagnostic chart. Current (Am p) (PSI)
1. This test checks the ability of the PCM to command the 0.02 157 - 177
pressure control solenoid. 0.10 151 - 176
2. This test checks internal transmission harness and the 0.20 140 - 172
pressure control solenoid for incorrect resistance. 0.30 137 - 162
0.40 121 - 147
Diagnostic Aids: Check for poor connections at PCM and at 0.50 102 - 131
0.60 8 8 -1 1 3
transmission connector.
0.70 63 - 93
If pressure readings differ greatly from the line pressure 0.80 43 - 73
chart, refer to the Diagnosis Charts contained in SECTION 7A. 0.90 37 - 61
0.98 35 - 55
 DTC 73
PRESSURE CONTROL SOLENOID (PCS) CIRCUIT
(CURRENT ERROR)

INSTALL TECH 1 SCAN TOOL.

© RECORD THEN CLEAR DTC(s).
ENGINE OPERATING, TRANSMISSION IN PARK.
ENTER M ISC TESTS/TRANSMISSION/PCS CONTROL.
USING SCAN TOOL, APPLY 1.0 AM PS THRU 0.1 AM PS WHILE
OBSERVING DESIRED PCS AND ACTUAL PCS.
IS ACTUAL PCS READING ALWAYS WITHIN 0.16 AM PS OF
DESIRED PCS?

NO YES
m

© IGNITION "OFF."
CONNECT OIL PRESSURE GAGE AT TRANSMISSION
LINE PRESSURE TAP. REFER TO SECTION 7A17A.
PROBLEM IS INTERMITTENT. REFER
TO "DIAGNOSTIC AIDS."

SET PARKING BRAKE/TRANSMISSION IN "PARK."

START ENGINE AND ALLOW IT TO WARM AT IDLE.
SCAN TOOL STILL INSTALLED, ENTER MISC. TEST/
TRANSMISSION/PCS CONTROL.
USING SCAN TOOL, INCREASE DESIRED PCS IN 0.1
AMP INCREMENTS (ALLOW PRESSURE TO STABILIZE
FOR 5 SECONDS AFTER EACH CURRENT CHANGE).
COMPARE ACTUAL LINE PRESSURE AND CURRENT
READINGS TO CHART.
NOTICE: TOTAL T IM E SH O U LD NOT E X C E ED
2 M IN U T ES, OR T R A N S M IS S IO N D A M A G E
C O U LD OCCUR.
DO READINGS MATCH CHART?

YES NO

IGNITION "OFF." DISCONNECT PCM CONNECTOR.

CHECK TRANS WIRING CONNECTOR TERMINAL WITH J 39200, CHECK RESISTANCE
TENSION ON THE PCS CIRCUITS. IF OK, REFER TO BETWEEN VEHICLE HARNESS
SECTION 7A17A FOR INTERNAL PCS CIRCUIT TERMINALS F7 AND F10. DOES
DIAGNOSIS. J 39200 DISPLAY RESISTANCE
BETWEEN 3.5 AND 8 OHMS?

NO YES
□ z
TRANSMISSION ELECTRICAL REPLACE
CONNECTOR DISCONNECTED, PCM.
CHECK VEHICLE HARNESS
CIRCUITS 1228 AND 1229 FOR
OPEN OR SHORT TO GROUND.
IF NO TROUBLE IS FOUND
REPLACE PCS.
 DTC 74
T R A N SM ISSIO N INPUT SPEED (TIS) SEN SO R CIRCUIT
Circuit Description:
The TIS sensor consists of a permanent magnet surrounded by a coil of wire. As the forward clutch housing
rotates, an AC voltage is induced in the circuit. The signal voltage and frequency vary directly with the forward
clutch rotational speed.

DTC 74 Will Set When:

• No DTC(s) 24, 28, or 71
• Trans range not in park or neutral.
• Engine speed greater than 300 RPM.
• Trans output speed greater than 200 RPM.
• Trans input speed less than 50 RPM.
• All conditions met for 2 seconds.

Action Taken (PCM will default to): Inhibit TCC operation.

DTC 74 Will Clear When: The fault condition(s) no longer exist.

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This checks the entire circuit for continuity.
2. This checks the output of the input speed sensor.

Diagnostic Aids: Refers to PCM intermittent DTC(s) or performance.

 DTC 74
TRANSMISSION INPUT SPEED (TIS)
SENSOR CIRCUIT
 PCM
BATTERY
*B + <- 440 ORN E16 VO LTAG E
IN PU T

IG NITIO N
* IGNITION * - 439 PNK/BLK E15 VO LTAG E
FEED INPUT

REFER TO PCM W IR IN G (SECTION 3) FOR

SPECIFIC B + V O L T A G E SUPPLY CIRCUITS. 4-94
DE17-028GG

DTC 75
SYSTEM VOLTAGE LOW
Circuit Description:
Ignition voltage is supplied to the control module to indicate the status of the ignition switch. Battery voltage
is supplied to the control module to, in part, maintain memory of learned functions and parameters.

DTC 75 Will Set When: The ignition is “ON” and PCM terminal “E l6” voltage is less than the graduated
scale of: -40°C (-40°F) = 7.3 volts, 90°C (194°F) = 10.3 volts, or 150°C (304°F) = 11.7 volts, with engine speed
greater than 1000 RPM for 4 seconds.

Action Taken (PCM will default to): During the time the failure is present, the pressure control solenoid is
turned “OFF,” soft landing to default second gear, fourth gear is inhibited, and TCC operation is inhibited. (The
setting of additional diagnostic trouble codes may result.) DTC 75 will be stored in the PCM memory but will
not turn “ON” the MIL (Malfunction Indicator Lamp).

DTC 75 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF” then
“ON.”

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks for normal battery voltage between 9-15 volts.
2. This test checks if the low voltage display is due to the generator, CKT 440, or PCM, while the engine is
running. If the voltage is less than 8.6 volts, the PCM is OK.

Diagnostic Aids: CKT 440 supplies battery voltage to the PCM.

Charging battery with a battery charger and jump-starting engine may set DTC 53. If diagnostic trouble
code sets when an accessory is operated, check for poor connections or excessive current draw. Refer to SECTION
6D3 of appropriate service manual for circuit details. Also, check for poor connections at starter solenoid or
fusible link.
 DTC 75
SYSTEM VOLTAGE LOW
 DTC 79
T R A N SM ISSIO N FLUID OVERTEMP
Circuit Description:
The Transmission Fluid Temperature (TFT) sensor is a thermistor that controls the signal voltage to the
PCM. The PCM supplies a 5 volt reference signal to the sensor on CKT 1227. When the transmission fluid is
cold, the sensor resistance is high and the PCM will sense high signal voltage.
As the transmission fluid temperature warms to normal transmission operating temperature 100°C (212°F),
the sensor resistance becomes less and the voltage decreases to approximately 1.5 to 2.0 volts.

DTC 79 Will Set When:

• No DTC 58.
• Trans fluid temp greater than 146°C (295°F).
• All conditions met for 30 minutes.

DTC 79 Will Clear When: The fault condition(s) no longer exist.

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks for skewed or shorted circuit.
2. This test simulates a DTC 59.

Diagnostic Aids: Check harness routing for a potential short to ground in CKT 1227.
Scan tool TFT displays should rise steadily to about 100°C then stabilize.
Refer to “PCM Intermittent Diagnostic Trouble Codes or Performance.”
The temperature to resistance value scale in SECTION 7A17A may be used to test the transmission sensor
at the various temperature levels to evaluate the possibility of a “skewed” sensor. A “skewed” sensor could
result in delayed garage shifts or TCC complaints.
Check transmission fluid. Refer to “Fluid Checking Procedure.”
 DTC 79
TRANSMISSION FLUID OVERTEMP

HAS FLUID CHECKING PROCEDURE

BEEN PERFORMED?

_ j__
YES NO
m n z _______________
DOES SCAN TOOL DISPLAY TRANSMISSION FLUID REFER TO "FLUID CHECKING
© TEMPERATURE OF 151°C (306°F)? PROCEDURE."

J _ .
YES NO
H I H Z ______________
© IGNITION "OFF."
DISCONNECT TRANSMISSION WIRING
CONNECTOR ASSEMBLY (ADDITIONAL DTS(s)
DTC IS INTERMITTENT.
IF NO ADDITIONAL DTC(s) WERE
STORED, REFER TO "DIAGNOSTIC
WILL SET). AIDS."
IGNITION "ON," ENGINE "OFF." SCAN TOOL
SHOULD DISPLAY TEMPERATURE OF
-40°C (-40°F).
 T R A N S M IS S IO N

5-94
* REFER TO PCM W IR IN G (SECTION 3) DE17-042GG

DTC 81
2-3 SHIFT SOLENOID CIRCUIT FAULT
Circuit Description:
Ignition voltage is supplied directly to the 2-3 shift solenoid. The Powertrain Control Module (PCM) controls
the solenoid by providing the ground path through CKT 1223.

DTC 81 Will Set When: The PCM commands the solenoid “ON” and voltage remains high for 2 seconds. The
PCM commands the solenoid “OFF” and voltage remains low for 2 seconds.

Action Taken (PCM will default to): If the solenoid is shorted “OFF” third gear only will occur. If the
solenoid is shorted “ON” second gear only will occur, maximum line pressure, and no TCC. DTC 81 will be
stored in the PCM memory but will not turn “ON” the MIL (Malfunction Indicator Lamp).

DTC 81 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF” then
“ON.”

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
If the voltage remains high for at least 2 seconds, DTC 81 will set. If the voltage drops for more than two
seconds, DTC 81 will set.
1. This test checks the function of the 2-3 shift solenoid and the internal transmission wiring.
2. This test checks for power to 2-3 shift solenoid from the ignition through the fuse.

Diagnostic Aids: Check all connections at the transmission.

CHART
Refer to “PCM Intermittent Diagnostic Trouble Codes or
1-2 Shift 2-3 Shift
Performance.” Gear Solenoid Solenoid
An open in the ignition feed circuit can cause multiple DTC(s) 1 ON OFF
to set.
2 OFF OFF
3 OFF ON
4 ON ON
 DTC 81
2-3 SHIFT SOLENOID
CIRCUIT FAULT
 T R A N SM ISS IO N

* REFER TO PCM W IRING (SECTION 3) DE17-044GG

DTC 82
1-2 SHIFT SOLENOID CIRCUIT FAULT
Circuit Description:
Ignition voltage is supplied directly to the 1-2 shift solenoid. The Powertrain Control Module (PCM) controls
the solenoid by providing the ground path through CKT 1222.

DTC 82 Will Set When: The PCM commands the solenoid “ON” and voltage remains high for 2 seconds. The
PCM commands the solenoid “OFF” and voltage remains low for 2 seconds.

Action Taken (PCM will default to): The transmission will only allow second and third gear, or first and
fourth gear and maximum line pressure. DTC 82 will be stored in the PCM memory but will not turn “ON” the
MIL (Malfunction Indicator Lamp).

DTC 82 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF” then
“ON.”

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
If the voltage remains high for at least 2 seconds, DTC 82 will set. If the voltage drops for more than 2
seconds, DTC 82 will set.
1. This test checks the function of the 1-2 shift solenoid and the internal transmission wiring harness.
2. This test checks for power to 1-2 shift solenoid from the ignition through the fuse.

Diagnostic Aids: Check all connections for the transmission.

CHART
Refer to “PCM Intermittent Diagnostic Trouble Codes or
Performance.” Gear 1-2 Shift 2-3 Shift
Solenoid Solenoid
An open in the ignition feed circuit can cause multiple DTC(s)
1 ON OFF
to set.
2 OFF OFF
3 OFF ON
4 ON ON
 DTC 82
1-2 SHIFT SOLENOID
CIRCUIT FAULT
 DTC 83
TCC PW M SOLENOID CIRCUIT FAULT
Circuit Description:
The TCC PWM solenoid is used to regulate fluid to the torque converter, and is attached to the control valve
body within the transmission. The Powertrain Control Module supplies a ground, through an internal Quad
Driver Module (QDM), allowing current to flow through the solenoid coil according to the duty cycle (percentage
of ON and “OFF” time). This current flow through the solenoid coil creates a magnetic field that magnetizes the
solenoid core. The magnetized core attracts the checkball to seat against spring pressure. This blocks the exhaust
for the TCC signal fluid and allows 2-3 drive fluid to feed the TCC signal circuit. The TCC signal fluid pressure
acts on the TCC regulator valve to regulate line pressure and to apply fluid pressure to the torque converter
clutch shift valve. When the TCC shift valve is in the apply position, regulated apply fluid pressure is directed
through the TCC valve to apply the torque converter clutch.

DTC 83 Will Set When:

• The PCM commands the solenoid “ON” and voltage remains high (B+).
or
• The PCM commands the solenoid “OFF” and voltage remains low (zero volts).
• All conditions met for 2 seconds.

Action Taken (PCM will default to):

• Inhibit TCC operation.
• Inhibit 4th gear operation if in hot mode.

DTC 83 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF” then
“ON.”

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test will check if the PCM is commanding the TCC solenoid “ON.”
2. This test will check for voltage to the solenoid.

Diagnostic Aids: Check all connections at the transmission pass-thru connector.

If they are OK, refer to “PCM Intermittent DTC(s) or Performance.”
 DTC 83
TCC PWM SOLENOID
CIRCUIT FAULT
 PCM

INPUT
— 1230 GRY/RED----- PCM - F2 SPEED S E N SO R
INPUT
SPE E D S E N S O R
PCM - INPUT SPEED
1231 DK BLU/WHT F3 S E N S O R G RO U N D

821 PPL/WHT ■
VEHICLE VSS OUTPUT
BUFFER -4 3 7 BRN PCM - F12 SPEED S E N S O R
SPEED SE N S O R MODULE
■822 LT GRN/BLK- SIG N A L

7-94
DE17-048C/K

DTC 85
UNDEFINED RATIO ERROR
Circuit Description:
The control module calculates ratio based on the transmission input speed and output speed sensor readings.
The control module compares the known transmission ratio to the calculated ratio, for the particular gear range
selected.

DTC 85 Will Set When: IF CALCULATED RATIO IS

• No DTC(s) 21, 22, 24, 28, 71, 72 and 87. COMMANDED
• TP is greater than 25%. GEAR LESS THAN MORE THAN
• Not in P/N or 4th gear. 1st 2.38 2.63
• Engine speed is greater than 300 RPM.
2nd 1.43 1.58
• Vehicle speed is greater than 7 mph.
• All conditions are met for 2 seconds. 3rd .95 1.05
REV 1.97 2.17
Action Taken (PCM will default to):
• Line pressure set to maximum.
• Inhibits TCC operation.

DTC 85 Will Clear When: The condition no longer exists, and the ignition switch is cycled “OFF” then “ON.”

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. An out of range trans range pressure switch could falsely indicate the actual transmission range.
2. This test checks the calculated ratio to determine if the ratio is within the parameters.

Diagnostic Aids: DTC 85 will set when an unknown gear ratio is detected for any gear but 4th. Note commanded
gear and incorrect ratio. Check transmission fluid level. Refer to symptom diagnosis charts in SECTION 7A17A.
 DTC 85
UNDEFINED RATIO ERROR
 PCM
INPUT
— 1230 GRY/RED-------------------------------------- PCM - F2 SPEED S E N SO R
INPUT SIG N A L
SPEED S E N S O R
— 1231 DK BLU/W HT---------------------------------PCM - INPUT SPEED
F3 S E N S O R G RO U N D

821 PPL/WHT ■
VEHICLE VSS OUTPUT
BUFFER -4 3 7 BRN PCM F12 SPEED S E N S O R
SPE E D S E N S O R MODULE
•822 LT GRN/BLK- SIG N A L

7-94
DE17-048C/K

DTC 86
LOW RATIO ERROR
Circuit Description:
The control module calculates ratio based on the transmission input speed and output speed sensor readings.
The control module compares the known transmission ratio to the calculated ratio, for the particular gear range
selected.

DTC 86 Will Set When:

• No DTC(s) 21, 22, 24, 28, 71, 72 and 74.
• Not in P, R, N.
• Engine speed greater than 300 RPM.
• TP greater than 25%.
• Vehicle speed greater than 7 mph.
• Trans gear ratio is less than 1.06 in first or second gear.
• All conditions met for 2 seconds.

Action Taken (PCM will default to):

• 2nd gear.
• Line pressure set to maximum.
• Inhibit TCC operation.

DTC 86 Will Clear When: The fault no longer exists, and the ignition switch is cycled “OFF” then “ON.”

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. An out of range trans range pressure switch could falsely indicate the actual transmission range.
2. This test compares the known ratio for a commanded gear to the calculated ratio displayed on the scan tool.

Diagnostic Aids: This DTC will set when trans commanded gear is 1 or 2 and trans is mechanically in 3rd or
4th gear. DTC 81 is used to detect a 2-3 shift solenoid circuit malfunction.
 DTC 86
LOW RATIO ERROR
 PCM
INPUT
1230 GRY/RED----- PCM - F2 SPEED S E N SO R
INPUT
SPEED S E N S O R
PCM - INPUT SPEED
1231 DK BLU/WHT F3 S E N S O R G RO U ND

821 PPL/WHT ■
VEHICLE VSS OUTPUT
BUFFER -4 3 7 BRN PCM - F12 SPEED S E N SO R
SPEED S E N S O R MODULE
822 LT GRN/BLK- SIG N A L

7-94
DE17-048C/K

DTC 87
HIGH RATIO ERROR
Circuit Description:
The control module calculates ratio based on the transmission input speed and output speed sensor readings.
The control module compares the known transmission ratio to the calculated ratio, for the particular gear range
selected.

DTC 87 Will Set When:

• No DTC(s) 21, 22, 24, 28, 71, 72 and 74.
• TP greater than 25%.
• Not in P, R, N.
• Engine speed greater than 300 RPM.
• Vehicle speed greater than 7 mph.
Transmission temperature is greater than 20°C.
Trans gear ratio is greater than 1.42 in 3rd or 4th gear.
All conditions met for 2 seconds.

Action Taken (PCM will default to):

• 2nd gear.
• Line pressure set to maximum.
• Inhibit TCC operation.

DTC 87 Will Clear When: The fault condition no longer exists, and the ignition switch is cycled “OFF” then
“ON.”

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. An out of range trans range pressure switch could falsely indicate the actual transmission range.
2. This test compares the known ratio for a commanded gear to the calculated ratio displayed on the scan tool.

Diagnostic Aids: This DTC will set when trans commanded gear is 3 or 4 and trans is mechanically in 1st or
2nd gear. DTC 81 is used to detect a 2-3 shift solenoid circuit malfunction.
 DTC 87
HIGH RATIO ERROR

©
 ON-VEHICLE SERVICE

INTERNAL T R A N SM ISSIO N VEHICLE SPEED SENSOR (VSS)

COM PONENTS
The following list of components will be serviced
in SECTION 7A17A of the appropriate service
manual.
• 1-2 shift solenoid.
• 2-3 shift solenoid.
• Pressure control solenoid.
• TCC PWM solenoid with internal wiring harness.
• Any service that requires removal of the pan.
Refer to SECTION 7 of the appropriate service
manual for Vehicle Speed Sensor (VSS) service. The
VSS is located on the transmission or transfer case.
VEHICLE SPEED SIGNAL (VSS)
BUFFER MODULE
Refer to SECTION 8 of the appropriate service
manual for vehicle speed signal buffer module
replacement. The VSS buffer module is located in the
instrument panel near the PCM.

EXTERNAL TR A N SM ISSIO N
COM PONENTS PCM WIRING DIAGRAMS AND
CONNECTOR TERMINAL END VIEWS
ENGINE COOLANT TEMPERATURE (ECT) All wiring diagrams and terminal identification will
SENSOR be in SECTION 3.
All ECT sensor diagnosis and service will be in
SECTION 3.

THROTTLE POSITION (TP) SENSOR

All TP sensor diagnosis and service will be in
SECTION 3.
 VOLTMETER - Voltage Position measures amount of voltage. When
connected in parallel to an existing circuit. A digital voltm eter with 10
megohm input impedance is used when circuits require accurate low
voltage readings, and some circuits in the PCM/TCM have a very high
resistance.

AMMETER - When used as ammeter, this meter accurately measures

extrem ely low current flow. Refer to meter instructions for further
information.
• Selector must be set properly for both function and range. DC is
used for most automotive measurements.

OHMMETER - Measures resistance of circuit directly in ohms. Refer

to meter instructions for further information.
• OL display in all ranges indicates an open circuit.
• Zero display in all ranges indicates a short circuit.
• Intermittent connection in circuit may be indicated by digital reading
that will not stabilize.
• Range Switch:
200Q - Displays ohms directly.
HIGH IMPEDANCE MULTIMETER
2K, 20K, 200KQ - Displays ohms in thousands.
(DIGITAL VOLTMETER-DVM)
2M and 20M Q - Displays ohms in millions.
J 39200

TECH 1 DIAGNOSTIC SCAN TOOL

A hand-held SCAN tool used to analyze and diagnose the
V C M -A /P C M /T C M control system.

TECH 1 / TECH 1A
3000003 MASS STORAGE CARTRIDGE (With GM 81-95 Powertrain Software)

16/12 PIN NON-OBD II DLC ADAPTER

Used with the TECH 1/TECH 1A to analyze and diagnose
NON-OBD II vehicles equipped with a 16 pin DLC.

3000053

TACHOMETER
Inductive trigger signal pickup type check RPM.

ACHOI

CONNECTOR TEST ADAPTER KIT

Used for making electrical test connections in current W eather
Pack, Metri-Pack and Micro-Pack style terminals.

4-94
J 35616 DE17-052GG
 CIRCUIT TESTER
Used to check all relays and solenoids before connecting them
to a new PCM. Measures the circuit resistance and indicates
pass or fail via green or red LED. Am ber LED indicates current
polarity. Can also be used as a non-powered continuity checker.

J 34636/BT-8405

METRI-PACK TERMINAL REMOVER

Used to remove 150 series Metri-Pack "pull-to-seat" terminals
from connectors.

J 35689-A

WEATHER PACK TERMINAL REMOVER

Used to remove terminals from W eather Pack connectors.

J 28742-A/ BT-8234-A

PCM CONNECTOR TERMINAL REMOVER

Used to remove terminal from Micro-Pack connectors.

J 33095/BT-8234-A

JUMPER HARNESS
Used with J 39200 to measure circuit voltage, amperage, or
resistance in the transmission through the transmission
connector.

J 39775

TERMINAL REPAIR KIT

Used to replace damaged terminal ends on wiring harnesses.

7-94
J 38125-4 DE17-053C/K
 SECTION 10C
MANUAL TRANSMISSION CONTROLS
CONTENTS
General Description................................ 10C-1 Shift Light System ............................. 10C-4
Shift Light S y s t e m .......................... 10C-1 On-Vehicle Service ................................ 10C-4
Manual Transmission Shift Shift Light System ............................. 10C-4
Light C h e c k ................................... 10C-2 Parts Information ................................... 10C-4
Diagnosis ............. ........ ........ .......... .. 10C-4

G ENERAL DESCRIPTION
SHIFT LIGHT SYSTEM
All manual transmission vehicles under 8500 GVW have a
shift light on the instrument panel. This light indicates the best
shift point for maximum fuel economy. The light is controlled
by the control module and is turned “ON” by grounding
CKT 456.
 MANUAL TRANSMISSION SHIFT LIGHT CHECK
Circuit Description:
The control module uses information from the following inputs to control the shift light:
• Engine Coolant Temperature (ECT) sensor.
• Throttle Position (TP) sensor.
• Vehicle Speed Sensor (VSS).
• RPM.
The control module uses the measured RPM and the vehicle speed to calculate what gear the vehicle is in. It’s this calculation
that determines when the shift light should be turned “ON.”

Chart Test Description: Number(s) below refer to

circled number(s) on the diagnostic chart.
1. This should not turn “ ON” the shift light. If the light is
“ON,” there is a short to ground in CKT 456 wiring, or a
fault in the control module.
2. This should turn “ ON” the shift light.
3. This checks for an open in the shift light circuit, or a faulty
control module.
MANUAL TRANSMISSION
SHIFT LIGHT CHECK

1-28-94
PS 17056
 DIAGNOSIS

SHIFT LIGHT SYSTEM

If the manual transmission shift light does not illuminate,
or is “ON” all the time, while driving the vehicle, refer to
“Manual Transmission Shift Light Check” chart.

ON-VEHICLE SERV ICE

SHIFT LIGHT SYSTEM PARTS INFORMATION

• Refer to SECTION 3A or 3B, for wiring repair or for PART NAME GROUP
replacement of the control module.
Sensor, VSS (1 ) . 4.337
 SECTION 11
CRANKCASE VENTILATION SYSTEM
CONTENTS
General Description................................... 11-1 Functional C h e c k ....... ........................... 11-2
Diagnosis ................................................ 11-2 On-Vehicle Service . . . . . . . . . . . . . . . . . . . . . . . . 11-3
Results of Incorrect Operation ................ 11-2 Parts Information ____. . . . . . . . . . . . . . . . . . . . . . . 11-3

G ENERAL DESCRIPTION
A crankcase ventilation system is used to provide more
complete scavenging of crankcase vapors. Fresh air from the
air cleaner through a filter is supplied to the crankcase, mixed
with blow-by gases and then passed through a crankcase
ventilation valve into the intake manifold (Figure 11-1).
The primary control is through the crankcase ventilation
valve (Figure 11-2), which meters the flow at a rate depending
on manifold vacuum.
To maintain idle quality, the crankcase ventilation valve
restricts the flow when intake manifold vacuum is high. If
abnormal operating conditions arise, the system is designed to
allow excessive amounts of blow-by gases to back flow
through the crankcase vent tube into the air cleaner to be
consumed by normal combustion.

=> CLEAN AIR

— ► VOLATILE OIL FUMES
MIXTURE OF AIR AND FUMES

1 AIR CLEANER
2 VALVE HOSE
3 VALVE
4 CRANKCASE VENT HOSE 4S 0067-6E
 DIAGNOSIS

FUNCTIONAL CH ECK
With these systems, any blow-by in excess of the system
capacity (from a badly-worn engine, sustained heavy load, etc.)
is exhausted into the air cleaner and is drawn into the engine.
Proper operation of the crankcase ventilation system is
dependent upon a sealed engine. If oil sludging or dilution is
noted and the crankcase ventilation system is functioning
properly, check engine for possible cause and correct to ensure
that system will function as intended.
If an engine is idling rough, check for a clogged crankcase
ventilation valve, dirty vent filter, air cleaner element, or
plugged hose. Replace as required. Use the following
Figure 11-2 - Crankcase Ventilation Valve Cross procedure:
Section 1. Remove crankcase ventilation valve from rocker arm
cover.
RESULTS OF INCO RRECT OPERATION 2. Operate engine at idle.
3. Place your thumb over end of valve to check for
• A plugged valve or hose may cause:
vacuum. If there is no vacuum at valve, check:
Rough idle.
• For plugged hoses.
Stalling or slow idle speed.
• Manifold port.
Oil leaks.
• Crankcase ventilation valve.
Oil in air cleaner.
4. Turn “OFF” the engine and remove crankcase
Sludge in engine.
ventilation valve. Shake valve and listen for the rattle
• A leaking crankcase ventilation valve or hose would cause:
of check needle inside the valve. If valve does not
Rough idle.
rattle, replace valve.
Stalling.
High idle speed.
 ON-VEHICLE SERVICE
An engine can be damaged if it is operated without PARTS INFORMATION
crankcase ventilation filter. Therefore, it is important to
perform the “Functional Check” at intervals shown in
PART NAME GROUP
SECTION OB of the appropriate service manual or the
vehicle’s maintenance schedule. Tube, C/Case V e n t.................................................... 1.762
Replace crankcase ventilation components as diagnosis Hose, C/Case Vent Vlv ............................................ 1.762
requires. The recommended replacement parts are listed in the
“Specifications” section of the vehicle’s owners manual.
Periodically, inspect the hoses and clamps and replace any
showing signs of deterioration.

1 CRANKCASE VENTILATION VALVE 5 HOSE - ALTITUDE ONLY

2 GROMMET 6 TUBE ASSEMBLY

3 HOSE 7 AIR CLEANER EXTENSION

4 TBI UNIT - PORT "C " PS 16511

Figure 11-4 - Crankcase Ventilation System Components - 7.4L
 SECTION 12
AIR INTAKE SYSTEM
CONTENTS
General Description...................................12-1 On-Vehicle Service . . . . . . . . . . . . . . . . . . . . . . . 12-3
O peration.............................................12-1 Air Cleaner Elem ent................ ............ .12-3
Diagnosis ................................................12-2 Air C le a n e r....... .................................. 12-3
Results of Incorrect Operation ............... 12-2 Wax Pellet.......................................... .12-3
Air Cleaner Functional C h e c k ................ 12-2 Parts Information ......................................12-4

G ENERAL DESCRIPTION
To route cool air from the exterior of the engine
compartment to the intake manifold, an air intake system is
used. A filter is incorporated into the system to keep dirt from
entering the engine. Some applications also have a heated air
intake system for better driveability while the vehicle is
warming up. Below is a description of that system operation.

OPERATION
The heated air intake system (Figure 12-1) regulates
incoming air temperature without the use of vacuum. The air
regulating damper is controlled by a self-contained, wax-pellet
actuated assembly mounted in the air cleaner (Figure 12-2). 1 SNORKEL
When the incoming air is cold, the wax material sealed in the
actuator is in a solid (contracted) phase and the damper closes 2 TEMPERATURE SENSOR ACTUATOR
off the cold air inlet. This causes all incoming air to become 3 DAMPER ASSEMBLY 7S3810-6E
heated by the exhaust manifold. As the incoming air warms,
the wax material expands by changing to liquid phase and Figure 12-1 - Air Cleaner with Heated Air Intake
forces out a piston to reposition the damper. This allows for a System
cold/hot air mix, or for cold air only to enter the engine.
 DIAGNOSIS

RESULTS OF INCO RRECT OPERATION

• Hesitation during warm-up can be caused by:
Heat stove tube disconnected.
Missing or damaged air cleaner-to-TBI gasket.
Loose air cleaner cover and air cleaner.
Missing air cleaner cover seal.
Stuck open damper door.
• Lack of power, sluggish, or spongy (on a hot engine) can
be caused by:
Stuck closed damper door.

AIR CLEAN ER FUNCTIONAL CHECK

1. Remove air cleaner assembly and cool to below 4°C (40°F).
The damper door should close to outside air (cold air).
2. Check the condition of air cleaner to throttle body gasket.
3. Reinstall air cleaner assembly and connect the heat stove
tube at air cleaner snorkel and exhaust manifold.
4. Start the engine. As the air cleaner warms, the damper
door should open slowly to outside air (cold air).
5. If the air cleaner fails to operate as described, check that
the calibrated spring is properly installed and damper door
is not binding.
6. If still inoperative after Step 5, replace wax pellet assembly
and re-check.

Figure 12-2 - Operation - Heated Air Intake

 ON-VEHICLE SERVICE

AIR CLEANER ELEMENT WAX PELLET

Figure 12-3
Remove or Disconnect
1. Nut(s). |»»| Remove or Disconnect
2. Air cleaner cover. 1. Vehicle air cleaner assembly.
3. Element. 2. If application has a plastic heat tube elbow, use a 1/8 " bit to
4. Clean housing. drill out the two rivets that secure it to the heat tube and
remove elbow. If application does not have an elbow, skip
E3 Install or Connect this step.
Use a 1/8" bit to drill out the two rivets that secure the wax
1. Element. pellet carrier assembly.
2. Air cleaner cover. The blow down spring.
3. Nut(s). The wax pellet carrier assembly.
Examine spring clip on the hot air damper. Replace if
necessary.
Install new blow down spring.
• N ut(s) securely to 2 N m (15 lb. in.).
Reinstall plastic heat tube elbow in the correct orientation,
using two pop rivets.
AIR CLEANER 9. Reinstall air cleaner assembly on vehicle.
Refer to Figures 12-4 and 12-5 for repair or replacement of
air cleaner.
 1 WINGNUT
2 2 HOLE COVER
3 AIR CLEANER ASSEMBLY
1 WING NUT 4 AIR CLEANER EXTENSION
4 AIR CLEANER EXTENSION
5 TBI ASSEMBLY 2 2 HOLE COVER 5 TBI ASSEMBLY

6 HEAT STOVE DUCT 3 AIR CLEANER ASSEMBLY M S 13415

Figure 12-4 - Air Cleaner - 4.3L, 5.0L, 5.7L Figure 12-5 - Air Cleaner - 7.4L

E3 Install or Connect Seal, Air C le a n e r..............................................................3.403

Sensor, A /C l.............................................................. ........3.415
1. New wax pellet carrier assembly, using two pop rivets. Tube, Eng Air Heat Stove ...............................................3.417
2. New blow down spring. Stove, Eng Air H e a t..........................................................3.417
3. Plastic heat tube elbow in the correct orientation, using two Separator, Prelim A i r ............................................... ........3.415
pop rivets. If application does not have an elbow, skip this step. Nut, W in g ...........................................................................8.920
4. Air cleaner assembly on vehicle. Stud, A/Cl .............................. ..........................................3.403
Resonator, A / C l........................................................ ........3.417
PARTS INFORMATION Extension, A/Cl ........................................................ ........3.405

PART NAME GROUP

Air Cleaner 3.402
Element (Paper) 3.410
Nut, A / C l........ 3.403
1 BOLT - TIGHTEN TO 5 N m (40 lb. in.)
2 RESONATOR SUPPORT
3 CLAMP ASSEM BLY
4 DUCT ADAPTER
5 RESONATOR ASSEM BLY
6 AIR CLEANER AIR DUCT
7 AIR CLEANER ASSEM BLY
8 CLAMP
M S 12280

Figure 12-6 - Air Intake Ducts

BLANK
 SECTION 13
SPECIAL TOOLS
CONTENTS
General Description...................................... 13-1 Special Tools (1 of 5) ................................. 13-2
Scan Tool..................................................... 13-1

GENERAL DESCRIPTION
The special tools required for service of the fuel and Tree Diagnostic Trouble Code (DTC) charts incorporate
emission systems are illustrated in Figures 13-1 through 13-5. diagnosis procedures using a DLC scan tool when possible.
These tools will be needed in specialized procedures listed in Some control modules use three modes for transmitting
other sections. The knowledge of the tool’s abilities and information but some only read data in the open mode. For
limitations must be known before they are used. This further information on use of the scan tool, refer to SECTION 3.
knowledge should include, scan tool operation, proper use of
test lights, use of jumper wires to bypass components for circuit Special service tools that are shown in this service manual
tests and proper usage of a Digital Volt Ohmmeter (DVOM). that have tool product numbers beginning with “J” or “BT” are
available for worldwide distribution from:
SCAN TOOL
Kent-Moore
The control module system’s Data Link Connector (DLC) SPX Corporation
under the dash near the steering column allows an easy link for 29784 Little Mack
connecting scan tools to the system. There are several scan Roseville, Mi 48066-2298
tools available for reading this information. 1-800-345-2233
Scan tools do not replace the use of diagnostic charts or Mon.- Fri. 8:00 a.m. - 5:00 p.m. EST
even locate exactly where a problem is in a given circuit. Telex: 244040 KMTR VR
However, with an understanding of the equipment and the Fax: 1-800-578-7375
circuit involved, the tools can be very useful in obtaining
information which could be more time consuming than with General Motors dealers can purchase Tech 1 scan tools and
other equipment. accessories through Kent-Moore at the above address and
phone number. Non-General Motors dealer repair facilities can
NOTICE: A scan tool that displays faulty data should purchase Tech 1 scan tools and accessories from Kent-Moore at
not be used and the problem should be reported to the the above address or:
manufacturer. The use of a faulty scan tool can result in
misdiagnosis and unnecessary replacement of good parts. Sun Electric Corporation
One Sun Parkway
Crystal Lake, IL 60014
1-800-CALLSUN (225-5786)
6:45 a.m. - 7:00 p.m. CST
 V O LT M E T E R - Voltage position measures amount of
voltage. When connected in parallel to an existing circuit.
A digital voltmeter with 10 megohm input impedance is
used because some circuits require accurate low voltage
readings, and some circuits in the Control Module have a
very high resistance.
A M M E T E R - When used as ammeter, this meter also
accurately measures extremely low current flow. Refer to
meter instructions for more information.
• Selector must be set properly for both function and
range. DC is used for most automotive measurements.
O H M M E T E R - Measures resistance of circuit directly in
ohms. Refer to meter for more information.
• OL display in all ranges indicates open circuit.
• Zero display in all ranges indicates a short circuit.
• Intermittent connection in circuit may be indicated by
digital reading that will not stabilize on circuit.
• Range switch.
400Q - Reads ohms directly
4k, 40k,400kft - Reads ohms in thousands
HIGH IMPEDANCE MULTIMETER 4M and 40MQ - Reads ohms in millions
(DIGITAL VOLTMETER-DVM)
J 39200

T E C H 1 D IA G N O S T IC C O M P U T E R
A hand-held scan tool used to analyze and diagnose
fuel and emission system. Also can be used to analyze
other computer system.

TK 0-A TECH 1A
7000001 CARTRIDGE KIT (With 81-94 GM Powertrain Software)

T E C H 1 O B D I I V E H IC L E IN T E R F A C E M O D U L E
TECH 1 OBD II VIM VIM 16/24 PIN DLC (VIM) KIT
ADAPTER CABLE
This adaptor is used with TECH 1 and TECH 1-A to
L J 1962
Diagnose the OBD II Control Module System.

TECH 114/12 PIN VIM ADAPTER

4 -7 -9 4
TECH 1 OBD2

TECH 1 OBD2 4-8-94

7S 3534-6E
 yp J 35689-A METRI-PACK TERMINAL REMOVER

_
X J 28742-A
Used to remove 150 series Metri-Pack “pull-to-seat”
terminals from connectors. Refer to wiring harness service in
SECTION 3 for removal procedure.

WEATHER PACK TERMINAL REMOVER

Used to remove terminals from Weather Pack connectors.
Refer to wiring harness service in SECTION 3 for removal
procedure.

J 33095/BT-8234-A CONTROL MODULE CONNECTOR TERMINAL REMOVER

Used to remove terminal from Micro-Pack connectors. Refer
c==^ ^ —= to wiring harness service in SECTION 3 for removal
procedure.

IAC SYSTEM MONITOR

Used to test IAC motors for correct functioning and proper
response to commands.
22L IAC driver and node light kit.
J 37027-3 IAC system check lights.

IGNITION MODULE TESTER

Used to test ignition module in SECTION 6.

CONNECTOR TEST ADAPTER KIT

Used to make electrical test connections in current
Weather Pack, Metri-Pack and Micro-Pack style
terminals.

4-6-94
J 35616-A/BT 8637 7S3535-6E
 SPARK TESTER
Used to check available secondary ignition voltage. Also
called an ST 125.
J 26792/BT-7220-1

UNPOWERED TEST LIGHT

Used to check wiring for complete circuit and short to
ground or voltage.

^ J 34142-B

FUEL LINE WRENCH

Used to disconnect or connect fuel lines at TBI unit by
holding fuel nut at throttle body.

J 29698-B/BT-8251

FUEL TANK SENDING AND PUMP UNIT

Used to remove and install cam lock nut on the fuel tank
sending and pump unit in SECTION 4E.

J 36608

OIL PRESSURE SENDING UNIT SOCKET

Used to remove and install oil pressure sending unit.

C .. 1 J 35748

VACUUM PUMP 20 IN. HG. MINIMUM

Use gage to monitor manifold engine vacuum and check
vacuum sensors, solenoids and valves.

J 23738-A/BT-8512A

IDLE AIR CONTROL WRENCH

Used for removing or installing IAC valve on throttle body.

^ ^ ^ ^ ^ 3 0 3 1 /BT-8130

OXYGEN SENSOR WRENCH

Used to remove or install the heated oxygen sensor.

4-24-93
J 39194 M S 12550
 FUEL PRESSURE GAGE
Used for checking and monitoring fuel line pressure of
port fuel system.
Part of diagnostic kit J 34730-D.
J 34730-1

INJECTOR TEST LIGHT

JoL Used for checking the electrical circuit to a port fuel
injector.
Part of diagnostic kit J 34730-D.
TT J 34730-2C

INJECTOR TEST LIGHT

Used for checking the electrical circuit to the fuel
injector on the 220 TBI, and CMFI internal injector
n connection.
J 34730-350 BT-8320

a INJECTOR TEST LIGHT

Used for checking the electrical circuit to the fuel
injector connector on CMFI.

J 34730-2A/BT-8329-A

INJECTOR HARNESS CONNECTOR

Used as a harness for manually adapting the manual
injector test to the injector harness. Part of diagnostic
kit J 34730-D.
J 34730-225
FUEL PRESSURE GAGE AND ADAPTOR
Used for high fuel pressure testing. Gauge
modification kit, from low pressure to high pressure
gauge. (For use with MFI kits supplied with 60 psi
gauges.)

J 34730-250

INJECTOR POPPET TESTERS

Six testers used on the CMFI to test for fuel flow.
Part of diagnostic kit J 34730-D.

5-5-93
J 34730-230 P S 17030
 FUEL PRESSURE GAGE
Used to check and monitor fuel line pressure on TBI.

J 29658-D/BT-8205

MULTIPORT FUEL INJECTION DIAGNOSTIC KIT

Used to diagnose multiport fuel injection systems.
The kit includes:
• Fuel Pressure Gage - used for checking fuel
pump pressure and compare injector pressure
drop for equal fuel distribution.
• Injector Test Light - used for checking electrical
circuit to an injector.
• Injector Tester - used for checking coil condition
and energizing each fuel injector for a precise
amount of time to perform injector balance test.

J 34730-D

INJECTOR HARNESS CONNECTOR

Used as a harness for manually adapting the injector
test to the injector harness. Part of diagnostic kit
J 34730-D. 2.2 L (S/T) Truck.

-60

INJECTOR HARNESS CONNECTOR

Used as a harness for manually adapting the manual
injector test to the injector harness. Part of diagnostic
kit J 34730-D.

J 39021-22/J 34730-200

INJECTOR TESTER
Used to diagnose fuel injectors by first checking coil
condition and then by performing an injector balance
test where applicable. Part of diagnostic kit J 34730-D.

4-26-93
CO
CD
O
CM

P S 17029
 SECTION 14
ABBREVIATIONS AND GLOSSARY OF TERMS
Abbreviations used in this manual are listed below in
alphabetical order with an explanation of the abbreviation. All
the terms listed below subscribe fully to the S.A.E.
requirements for 1995.
AIR/FUEL (RATIO) - The amount of air-to-fuel for
combustion of fuel. Ideal ratio is 14.7 parts of air to 1 part
of fuel.
AIR INJECTION REACTION - Air flow from pump is
directed into engine exhaust manifold and/or converter to
reduce exhaust emissions.
AM PERA G E OR CURRENT - The rate of flow of electrons
is similar to gallons of water per minute flowing in a water pipe.
ANALOG SIGNAL - An electrical signal which varies in
voltage within a given parameter.
B+ - Battery Positive Terminal (12 volts).
BARO - Sensor which measures atmospheric pressure.
CAPACITOR - An electrical device used to store a temporary
charge.
CATALYTIC CONVERTER - Containing platinum and
palladium to speed up conversion of HC and CO.
CLO SED LOOP (CL) - Designed with feedback information
from the oxygen sensor to the control module to maintain an
optimum air/fuel ratio (14.7:1), output.
CO - CA RBO N MONOXIDE - One of the pollutants found in
engine exhaust.
CONTROL MODULE SYSTEM - Utilizes one of three
control modules (ECM, PCM and VCM) to control air/fuel and
emission systems.
CONTROL SOLENOID - An electrical switching device
used to operate another system.
C R A N K C A SE VENT VALVE - Prevents fumes in crankcase
from passing into atmosphere.
DIAGNOSTIC TERMINAL - Grounding terminal “B” of
Data Link Connector (DLC) will flash or display a DTC. When
grounded with the engine operating the vehicle will enter the
“Field Service Mode.”
DIAGNOSTIC TROUBLE CO DE (DTC) - A specific set of
numbers obtained from flashing the MIL (Service Engine
Soon), or displaying on a scan tool. These DTC(s) are used to
determine the system malfunctions.
DIODE - An electrical device that restricts current flow in
one direction.
DISTRIBUTOR IGNITION (Dl) - An ignition system that
uses an electronic module and pick-up coil in place of
contact points.
DLC - DATA LINK CONNECTOR - Used at the assembly
plant to evaluate the vehicle’s control module system and for
service for diagnostic trouble codes. Also can be used by scan
tools to obtain control module serial data, for service diagnosis.
DRIVER MODULE - An electrical device, that operates like a
switch, used to command something “ON” or “OFF.”
ECM - ENGINE CONTROL MODULE - A metal case
(located in passenger compartment) containing electronic
circuitry. The ECM electrically controls, air/fuel, emission
systems, and turns “ON” the MIL (Service Engine Soon) when
a malfunction occurs in the system.
ELECTRONIC ERA SA BLE PROGRAM READ ONLY
MEMORY (EE PROM) - An electronic component which can
be specifically programmed for engine operating requirements
for each vehicle model. It is located in the Vehicle Control
Module (VCM).
EMI OR NOISE - An unwanted signal interfering with another
needed signal; like an electrical razor upsets a television
picture, or driving under high voltage power lines upsets the
AM radio in a vehicle.
ENERGIZE/DE-ENERGIZE - When current is passed
through a coil (energized) such as a solenoid, a plunger is
pulled or pushed. When the voltage to the solenoid is turned
“OFF,” (de-energized), a spring raises or lowers the plunger.
ENGINE COOLANT TEMPERATURE (ECT) SE N SO R -
Device that senses the engine coolant temperature, and passes
that information to the control module system.
ENGINE SPEED CONTROL GOVERNOR MODULE -
Electronic device which is mounted into the throttle body
assembly used to control vehicle speed.
EVAPORATIVE EMISSION (EVAP) CANISTER PURGE -
Control module controlled solenoid valve that permits manifold
vacuum to purge the evaporative emissions from the
charcoal canister.
EVAPORATIVE EM ISSIO N S (EVAP) CONTROL
SYSTEM - Used to prevent gasoline vapors of the fuel tank
from entering the atmosphere.
EXHAUST G A S RECIRCULATION (EGR) - Method of
reducing NOx emission levels.
EXHAUST G A S RECIRCULATION ELECTRONIC
VACUUM REGULATOR SO LENOID VALVE - Controls
EGR vacuum to the EGR valve.
FEDERAL - Vehicle/engine available in all states
except California.
G RO U N D -A wire shorted to ground. A common return path
for an electrical circuit. A reference point from which voltage
measurements may be made.
HC - H YD RO CARBO NS - One of the pollutants found in
engine exhaust. Hydrogen and carbon in gasoline.
HEATED OXYGEN SE N SO R (H02S) ■ An internal heater
to accelerate the time the oxygen sensor becomes active. This
allows for fuel/air control in a shorter period of time. Sensor
should vary from 0.1 mV to 0.9 mV after “Closed Loop”
condition.
HIGH IMPEDANCE DVM - Has high opposition to the flow
of electrical current. Used for reading circuits with low current
flow found in electronic systems.
IDEAL MIXTURE - An air/fuel ratio which provides the best
performance, while maintaining maximum conversion of
exhaust emissions, typically 14.7 to 1 ratio.
IDLE AIR CONTROL (IAC) - A valve used by the control
module regulate idle speed.
IDLE SP EE D CONTROL ACTUATOR - A vacuum
diaphragm device used by the control module to regulate idle
speed.
IGN ■ IGNITION - Refers to switched ignition voltage.
IGNITION CONTROL (IC) - Control module controlled
timing of ignition spark.
INPUTS - Information from sources (such as, engine coolant
temperature sensors, exhaust oxygen sensor, etc.) which tell the
control module how the systems are performing.
INSTRUMENT PANEL (l/P) - Contains instrument gages and
indicator lights to indicate performance of the vehicle.
INTERMITTENT - Occurs now and then; not continuously. In
electrical circuits, refers to occasional open, short, or ground.
KILOMETER PER HOUR (km/h) - A metric unit measuring
distance (10 00 meters) in one hour.
KNOCK SE N SO R (KS) SYSTEM - Used to sense
detonation and retard spark advance when detonation occurs.
LINEAR EXHAUST G A S RECIRCULATION VALVE - An
electric valve used to control EGR.
LITER (L) - A metric unit of capacity.
LONG TERM FUEL TRIM (FORMERLY BLOCK
LEARN) - Long term fuel trim is derived from the short term
fuel trim (formerly fuel integrator) and is used for long-term
correction of fuel delivery. A value of 128 counts indicates that
fuel delivery requires no compensation to maintain a
14.7:1 air/fuel ratio. A value less than 128 counts means that
the fuel system is too rich and fuel delivery is being reduced
(decreased injector pulse width). A value greater than
128 counts indicates that a lean condition exists and the control
module is compensating by adding fuel (increased injector
pulse width).
MALFUNCTION - A fault that causes the system to operate
incorrectly. Typical malfunctions are; wiring harness opens or
shorts, failed sensors, or circuit components.
MALFUNCTION INDICATOR LAMP (MIL) - Lights when a
malfunction occurs in the control module system.
MANIFOLD ABSOLUTE P R ESSU R E (MAP) SEN SO R -
Compares pressure changes in intake manifold with reference
to zero pressure. It puts out a voltage which is highest when the
pressure is highest. The minimum voltage is approximately
1.25 volts at idle to 4.74 (WOT) 4-5 volts.
MERCURY (Hg) - A calibration material used as a standard
for vacuum measurement.
MILES PER HOUR (mph) - A unit measuring distance
(5280 feet) in one hour.
MODE - A particular state of operation.
NEWTON M ETERS (N*m) - A metric unit of force.
NITROGEN NOx - One of the pollutants found in engine
exhaust. Nitrogen that combines with oxygen to form oxides of
nitrogen.
NORMALLY CLO SED (N.C.) - State of relay contacts or
solenoid plunger when no voltage is applied.
NORMALLY OPEN (N.O.) - State of relay contacts or
solenoid plunger when no voltage is applied.
ON-BOARD DIAGNOSTIC SYSTEM CH ECK - The
control module will detect malfunctions in the system. If a
malfunction occurs, the control module turns “ON” the MIL
(Service Engine Soon). A diagnostic trouble code can be
obtained from the control module through the MIL (Service
Engine Soon) or scan tool. This DTC will indicate the area of
the malfunction.
OPEN LOOP (OL) - Describes control module fuel control
without use of oxygen sensor information.
OUTPUT - Functions, typically solenoids, which are
controlled by the control module.
OXYGEN SE N SO R (02S) - Monitors the oxygen content of
the exhaust system and generates a voltage signal to the control
module.
PNP SWITCH - PARK/NEUTRAL POSITION SWITCH -
Used to indicate the position of the automatic transmission.
POWERTRAIN CONTROL MODULE (PCM) - Used on
some vehicles to control and monitor not only fuel/air ratio and
emissions, but also to control the electronic transmission
operation.
PR ESSU R E CONTROL SOLENOID (FORMERLY
FORCE MOTOR) - A solenoid used in the transmission to
control shift quality.
PRO GRAM M ABLE READ ONLY MEMORY (PROM) -
An electronic component which is specifically programmed to
each vehicle model for control of fuel and emissions. The
PROM is located in the control module.
PROM (CAL-PAK) - A device used with fuel injection to
allow fuel delivery in the event of a control module
malfunction.
PROM (MEM-CAL) - Contains specific calibrations to meet
the requirements of a specific engine.
PULSE WIDTH MODULATED (PWM) - A device operated
by a digital signal controlled by the time duration the device is
turned “ON” or “OFF.”
QUAD-DRIVER - A “chip” device that is capable of operating
four separate outputs. Some have digital and some have pulse
width modulated control.
RESISTAN CE - The ability of a circuit to limit current flow;
like a restriction in a water pipe.
REVOLUTIONS PER MINUTE (RPM) - A measure of
rotational speed.
SECO N DA RY AIR INJECTION BY PA SS VALVE - Used
to divert air flow to air switching valve or atmosphere.
SH O RT TERM FUEL TRIM (FORMERLY FUEL
INTEGRATOR) - Represents a short-term correction to fuel
delivery by the control module. This adjustment is made by
amount of time the oxygen sensor voltage spends away from
the 450 mV threshold. If the oxygen sensor voltage has mainly
been less than 450 mV indicating a lean air/fuel mixture, the
short term fuel trim will increase the injector pulse width. If the
oxygen sensor voltage has mainly been greater than the
threshold, the short term fuel trim will decrease the injector
pulse width to compensate for the indicated rich condition.
TACHOMETER (TACH) - A device for indicating rotational
speed of the crankshaft.
THERMOSTATIC AIR CLEAN ER - Provides preheated air
into the intake manifold for better driveability when engine is
cold. Also filters intake air.
THROTTLE BODY FUEL INJECTION (TBI) - Is controlled
by the control module to supply precise air/fuel mixture into the
intake manifold.
THROTTLE POSITION (TP) SE N SO R - Device that tells
the control module the throttle position.
TORQUE CONVERTER CLUTCH - TCC - Control module
controlled solenoid in transmission which positively couples
the transmission to the engine.
TRANSMISSION RANGE (TR) P R E SSU R E SWITCH
ASM - Gear range sensing device used on electronic controlled
transmissions.
V6 - SIX CYLINDER ENGINE - Arranged in a “V”.
V8 - EIGHT CYLINDER ENGINE - Arranged in a “V”
VACUUM - Less than atmospheric pressure.
VACUUM, MANIFOLD - Vacuum source in manifold below
throttle plate.
VACUUM, PORTED - A vacuum source above (atmospheric
side) closed throttle plate.
VEHICLE SPEED SE N SO R (VSS) - Sensor which sends
vehicle speed information to the control module.
VIN - VEHICLE IDENTIFICATION NUMBER - Appears on
a plate attached to the windshield pillar.
VOLT (V) - A measurement of electrical pressure.
VOLTAGE - The pressure of force pushing the current in a
circuit; like pressure in a water pipe.
V S S BUFFER - An electrical signal that is either “ON” or
“O F F ’ with no in between.
WIDE OPEN THROTTLE (WOT) - Refers to the throttle
plate or accelerator pedal when fully open.
1-2 SHIFT SOLENOID - Used to shift gears when
commanded by the control module. Used on 4L60E and 4L80E
electronic transmissions.
2 -3 SHIFT SOLENOID - Used to shift gears when
commanded by the control module. Used on 4L60E and 4L80E
electronic transmissions.
BLANK

A-1 No M IL (Service Engine Soon),
C h a rt............................. ................. 3A-16,
3B-14
A-2 No Serial Data or Will Not Flash
D TC 12, M IL (Service Engine Soon) “O N ”
Steady, C h a r t ................................... 3A-18,
3B-16
A-3 Engine Cranks But Will Not Run,
C h a rt............................................... 3A-20,
3B-18
A-4 Injector Circuit Diagnosis,
C h a rt............................ .................. 3A-22,
3B-20
A-5 Fuel Pump Relay Circuit Diagnosis,
C h a rt............................................... 3A-24,
3B-22
A-6 Fuel System Diagnosis,
C h a rt............................................... 3A-26,
3B-24
A/C S i g n a l .......................................... 3-11,
3A-30,
3B-12
A/C Signal Diagnosis ............................ 3B-30
Abbreviations and Glossary of T e r m s ...... 1-5,
14-1
Ability, Control Module Learning ............. 3-7
Absolute Pressure (MAP) Sensor,
M a n ifo ld .......................................... 3A-13,
3B-11,
3-9
On-Vehicle S e r v ic e ............................ 3A-108,
3B-71
Accelerator Control ................ .............. 4E-2
Diagnosis . . ...................................... 4E-3
On Vehicle Se rvice ............................ 4E-9
Accelerator Control C a b le ...................... 4E-9
Acceleration M o d e ................................ 4-2
Accelerator P e d a l.................................. 4E-9
Air Cleaner
Element ........................................... 12-3
Functional C h e c k ............................... 12-2
O n Vehicle Se rvic e ............................ 12-3
Air Control (IAC), Idle .......................... 3A-12,
3B-10,
4A-2
D ia g n o s is ......................................... 4A-6
System C h e c k .................................. 4A-8
On-Vehicle S e r v ic e ............................ 4A-21
Air Intake System ................................ 1-4,
12-1
Application Chart
Control Module .......... .................... .3-2
E G R .................... ...........................9-1
Fuel System ..................................... .4-1
Application Chart, Fuel S y s t e m ................4-1
E G R ........... ........................... ........ 9-1
Automatic Transmission ......................... 10-1
B
Backfire............................................... 2-19
Backpressure E G R Valve, N e ga tive ......... 9B-4
On Vehicle Se rvice ............................ 9B-6
System C h e c k .................................. 9B-2
Basic Knowledge and Tools Required...... 1-3
Battery Voltage Correction Mode ............ 4-3
Blocking Drive W h e e ls ....... .............. 1-3
Body Assembly, Fuel M e t e r ................... 4A-20
Body Injection (TBI) Unit, Throttle .......... 4A-2
Component Service .......................... 4A-17
Brake Sw itch ....................................... 10A-6,
10B-6
Buffer Module, Vehicle Speed Signal
(VSS) ............................................. 10A-58,
10B-64
Buffer Module, Vehicle Speed Signal
(VSS) .............................................
10A-58,
10B-64
On Vehicle Se rvice ................... ........ 10A-62
But Will Not Run, Engine Cranks .......... 3A-20,
3B-18
Cable, Accelerator Control ..................... 4E-9
Canister Functional Tests, E V A P ............. 5-3
Canister Hoses, E V A P .......................... 5-6
Canister Location, E V A P ....................... 5-2
Canister Purge Control, E V A P ................ 5-1
Canister, On Vehicle Service, EV A P ....... 5-6
Canister Purge Solenoid Check, E V A P — 5-4
Canister Purge Solenoid, E V A P ............. 5-6
Canister, Visual Check of Evap ............. 5-2
Cap, F u e l............................................ 5-6
C ase Select Switch Assembly, Transfer ... 10A-5,
10B-6
C ase Shift Control Switch Assembly,
Transfer .......................................... 10A-5,
10B-6
Chart A-1 No MIL (Service Engine
Soon) ............................................. 3A-16,
3B-14
Chart A-2
No Serial Data or Will Not Flash
D T C 12 M IL (Service Engine Soon)
“O N ” Ste a d y .................................. 3A-18,
3B-16
Chart A-3 Engine Cranks But Will Not
Run ............................................... 3A-20,
3B-18
Chart A-4 Injector Circuit Diagnosis ....... 3A-22,
3B-20
Chart A-5 Fuel Pump Relay Circuit
D ia g n o s is ......................................... 3A-24,
3B-22
Chart A-6 Fuel System Diagnosis .......... 3A-26,
3B-24
Chart, Control Module Application .......... 3-2
Chart, E G R Application ......................... 9-1
Check, 4W D Low Switch
(with Electric S h ift)............................ 10A-20,
10B-20
(with Mechanical Shift) ...................... 10A-20,
10B-20
Check, Distribution Ignition System
(1 of 2) ........................................... 6A-4
Check, EV A P Canister Purge Solenoid___ 5-4
Check of E V A P Canister, V is u a l............. 5-2
Check, Functional
Air C le a n e r...................................... 12-2
Control Module ................................ 3A-107
Crankcase Ventilation S y s t e m ............. 11-2
Check, Idle Air Control (IAC) S y s t e m ...... 4A-8
Check, IC Performance ......................... 6A-2
Checks, Important Prelim inary................ 2-2
Check, Knock Sensor (KS) System
5.0L, 5.7L with E C M ......................... 7-4
5.0L, 5.7L, 7.4L with P C M ................ 7-6
4.3L with P C M ................................ 7-8
Check, Manifold Absolute Pressure M A P
Output............................................. 3A-28,
3B-26
Check, Manual Transmission Shift Light... 10C-2
Check, On-Board Diagnostic (OBD)
S y s t e m ............................................ 3A-6,
3B-4,
3-7
(with Scan Tool) ............................... 10A-9,
10B-9
(with Tech 1 Scan T ool).................... 3B-6
Check, Restricted Exhaust .................... 3A-31,
3B-31
Check, Transmission Range (TR) Pressure
Switch Assembly Circuit .................... 10A-24
Check with Linear E G R Valve, E G R
(PCM ) ............ ........... ..................... 9A-4
Check with Negative Backpressure E G R
Valve, E G R S y s t e m .......... ............... 9B-4
Check with Port E G R Valve, E G R
S y s t e m ............................. . 9C-4
Check, (with Tech 1 Scan T o o l)............. 3B-6,
10A-9,
10B-9
Checking Procedure, 4L60E, 4L80E
Transmission Fluid ............................ 10A-16,
10B-15
Chuggles, Surges and/or....................... 2-7
Circuit Check, Transmission Range (TR)
Pressure Switch A sse m b ly .......... ...... 10A-22,
10B-22
Circuit Diagnosis, Chart A-4 Injector....... 3A-22,
3B-20
Circuit Diagnosis, Fuel Pump Relay
Chart A-5 ....................................... 3A-24,
3B-22
Circuit, Fuel Pump ............................... 4A-4
Cleaner Air ......................................... 12-3
Cleaner Element, Air ............................ 12-3
Cleaner Functional Check, A i r ................ 12-2
Cleaning, Fuel S y s t e m .......................... 4E-7
Cleaning/Replacement, E G R F ilte r.......... 9C-7
Clear Flood M o d e ................................ 4-2
Clearing Diagnostic Trouble Codes ......... 3-6
Clearing History D T C ( s ) ......................... 10A-9,
10B-9
“Closed Loop” ...................................... 4-2
Clutch (TCC) Solenoid, Torque Converter . 10A-7,
10B-7
Code (DTC) Identification (1 of 2),
Diagnostic ....................................... 3A-32,
3B-32,
10A-17,
10B-16
Codes, Clearing Diagnostic T rou b le ......... 3-6
Codes or Performance, P C M Intermittent
Diagnostic Trouble ............................ 10A-9,
10B-9
Codes, Read Diagnostic Trouble ............ 3-6
Compact T h re e .......... ......................... 3-14
Components, External T ransm ission......... 10A-58,
10B-64
Components, Internal Transmission ......... 10A-58,
10B-64
Component Loca tion s............................ 1-5
Component Service, TBI ....................... 4A-18
Compound, Thread-locking .................... 4A-16
Connectors and Terminals...................... 3-12
Connector (DLC), Data L in k ................... 3-4
Connector Scan Tools, Data L in k .......... . 3-7
Connector Terminal End View (1 of 4) ... 3B-67 Controls, Section 10 T ra n sm issio n .......... 1-4, .
4.3L, 7.4L (C/K) Manual 10-1
Transmission (1 of 4 ) .................... 3A-95 Controlled Idle Speed, 1 9 9 5 ................... 4-3
4.3L, 5.0L, 5.7L (C/K) 4L60E Controllers, E G R Valves a n d .................. 9-1
Transmission (1 of 4 ) .................... 3A-99 Converter Clutch (TCC) Solenoid, Torque . 10A-7,
4.3L, 5.7L, 7.4L (C/K) 4L80E 10B-7
Transmission (1 of 4 ) .................... 3A-103 Coolant Temperature (ECT) Sensor,
5.0L, 5.7L (C/K) ............................. 3B-67 Engine ............................................ 3-8,
Connector Terminal End Views, P C M 3A-13,
Wiring Diagrams a n d ......................... 10A-58, 3B-11,
10B-64 10A-4,
Connectors (DLC), Data L in k ................. 10A-2, 10B-4
10B-2 On-Vehicle S e r v ic e ............... ........... 3A-108,
Connectors, Wiring Harness and ............ 10A-2, 3B-71
10B-2 Correction Mode, Battery V o lta g e ............ 4-3
Contains, What Sections 3A, 3B ............ 3-2 Crank S ig n a l ....................................... 3B-12
Contains, What This Manual ................. 1-3 Crank Signal D ia g n o s is ......................... 3B-28
Control, Accelerator............................... 4E-2 Cranks But Will Not Run, Chart A-3
D ia g n o s is ......................................... 4E-3 Engine ............................................ 3A-20,
Control Cable, Accelerator .................... 4E-9 3B-18
Control, E V A P Canister P u rg e ................ 5-1 Crankcase Ventilation System, Section 11 . 1-4,
Control, F u e l ....................................... 3A-12, 11-1
3B-10 Cutoff Mode, F u e l................................ 4-3
Control, Driveability and Em issions ......... 1-2 Cuts Out, M isses ................................ 2-13
Control (IAC), Idle Air Control................ 3A-12,
3B-10 D
Control (IAC) System, Idle A ir ................ 4A-2
System C h e c k .................................. 4A-8 Data, Chart A-2 No S e r ia l.................... 3A-18,
Control (IAC) Valve, Idle Air .................. 4A-21 3B-16
Control (IC) Ignition............................... 3A-14 Data Definitions, Transmission T E C H 1
Control Information Label, Vehicle Scan Tool ....................................... 10A-13,
Em issions . . . . . .... ........................... 1-2 10B-13
Control Module Application C h a r t ............ 3-2 Data Definitions, Typical Tech 1 ............. 3A-10,
Control Module Function ....................... 3-4 3B-9
Control Module Information M o d e s .......... 3-8 Data Link Connectors (DLC) .................. 10A-2,
Control Module Learning Ability ............. 3-7 10B-2,
Control Module (PCM ) Powertrain .......... 3A-3 3-4
Functional C h e c k ............................... 3A-107 Data Link Connectors Scan Tools .......... 3-7
On-Vehicle S e r v ic e ............................ 3A-107 Data, Transmission T E C H 1 Scan Tool ... 3A-10
Control Module System s ....................... 1-3 Data Values, Typical Tech 1 .................. 3A-8,
( P C M ) ............................................. 3A-1 3B-8
( E C M ) .............................................. 3B-1 Decel En-Leanm ent............................... 4-2
Control Solenoid (PCS), Pressure .......... 10A-7, Decel En-Leanment O peration................ 4-2
10B-7 Deceleration M o d e ................................ 4-2
Control Solenoid with Negative Backpressure Definitions, Transmission T E C H 1 Scan Tool
E G R Valve, E G R ............................. 9B-1 Data ............................................... 3A-10
Control Switch Assembly, Transfer Definitions, Typical Tech 1 D a t a ............. 3A-10,
C a se S h if t ....................................... 10A-5, 3B-9
10B-6 Density ............................................... 3-6
Control System, Evaporative Emissions Density System, Speed ......................... 3-5
D ia g n o s is ......................................... 4A-5, Detonation/Spark Knock (1 of 2) ............ 2-10
5-2 Diagnosis, A/C S ig n a l............................ 3A-30,
(EVAP) .............................. . 1-4, 3B-30
4A-4 Diagnostic (OBD) System Check (with
Tech 1 Scan T o o l)............................ 3B-6,
10A-1
Diagnostic Information............................ 3-4
Diagnostic M o d e ................................... 3-7
Diagnostic System Check, O n -B o a rd ....... 3-7,
3A-6,
3B-4
Diagnostic Trouble Codes, C le a rin g ......... 3-6
Diagnostic Trouble Codes or Performance,
P C M Intermittent............................... 10A-9,
10B-9
Diagnostic Trouble Code (DTC)
Identification .................................... 10A-17,
10B-16
Diagnostic Trouble Code (DTC) Identification
(1 of 2) ........................................... 3A-32,
3B-32
Diagnostic Trouble Codes, R e a d in g ......... 3-6
Diagram 4L60-E Transmission, P C M
W ir in g ............................................. 10A-58
Diagram, E C M Wiring (5.0L, 5 .7 L ).......... 3B-63
Diagrams, P C M Wiring
4.3L, 7.4L (Manual Transmission)
(1 of 4 ) ........................................ 3A-79
4.3L, 5.0L, 5.7L (4L60E Transmission)
(1 of 6 ) ........................................ 3A-83
4.3L, 5.7L, 7.4L (4L80E Transmission)
(1 of 6 ) ........................................ 3A-89
Diagrams and Connector Terminal End
Views, P C M Wiring .......................... 10A-58,
10B-64
Dieseling, Run-On ................................ 2-18
Discharge Damage, Electrostatic............. 3-2
Distributor Ignition S y ste m ...................... 6A-1
Distributor Ignition System Check
(1 of 2) ........................................... 6A-4
Distributor Reference S ig n a l................... 3-11
Draining, Fuel T a n k ............................... 4E-5
Drive Wheels, Blocking ......................... 1-3
Driveability Sym p to m s............................ 1-3,
2-1,
4A-6
DTC(s), Clearing H isto ry ....................... 10A-9,
10B-9
D TC 13 - Oxygen Sensor (0 2 S ) Circuit
(Open Circuit) - ECM , P C M ............... 3B-34,
3A-34
D TC 13 - Heated Oxygen Sensor (H 02S)
Circuit (Open Circuit) - P C M ............. 3A-36
D TC 14 - Engine Coolant Temperature (ECT)
Sensor Circuit Low (High Temperature
Indicated) - E C M .......................... 3B-36
D TC 14 - Engine Coolant Temperature (ECT)
Sensor Circuit Low (High Temperature
Indicated) - P C M . . . . . . . . . . . . . . . . . . . . . 3A-38
D TC 15 - Engine Coolant Temperature (ECT)
Sensor Circuit High (Low Temperature
Indicated) - E C M . . . . . . . . . . . . . . . . . . . . . 3B-38
DTC 15 - Engine Coolant Temperature (ECT)
Sensor Circuit (Low Temperature
Indicated) - P C M ............................. 3A-40
DTC 16 - V S S Buffer F ault................... 3A-42
DTC 21 - Throttle Position (TP) Sensor
Circuit High (Signal Voltage High)
E C M ............................................... 3B-40
DTC 21 - Throttle Position (TP) Sensor
Circuit High (Signal Voltage High)
P C M ............................. ................. 3A-44
DTC 22 - Throttle Position (TP) Sensor
Circuit Low (Signal Voltage Low)
E C M .............................................. 3B-42
DTC 22 - Throttle Position (TP) Sensor
Circuit Low (Signal Voltage Low)
P C M ............................................... 3A-46
D TC 24 - Vehicle Speed Sensor (V SS)
Circuit Low - E C M ............................ 3B-44
D TC 24 - Vehicle Speed Sensor (V SS)
P C M ............................................... 3A-48
DTC 24 - Vehicle Speed Sensor (V SS)
Circuit Low (Trans Output Speed
Signal) ............................................ 10A-24,
10B-24
DTC 28 - Transmission Range (TR)
Pressure Switch Assembly Fault ......... 10A-26,
10B-26
DTC 32 - Exhaust G as Recirculation (EGR)
Error - E C M .................................... 3B-46
DTC 32 - Exhaust G as Recirculation (EGR)
Error - P C M (4.3L, 5.0L, 5.7L)
Backpressure ................................... 3A-50
DTC 32 - Exhaust G as Recirculation (EGR)
Error - P C M ( P O R T ) ......................... 3A-52
D TC 32 - E G R E R R O R (Linear Exhaust G as
Recirculation (EG R) S y ste m )............... 3A-54
D TC 33 - Manifold Absolute Pressure (MAP)
Sensor Circuit High (Signal Voltage
High - Low Vacuum) E C M ................. 3B-48
D TC 33 - Manifold Absolute Pressure (MAP)
Sensor Circuit High (Signal Voltage
High - Low Vacuum) P C M .................. 3A-56
D TC 34 - Manifold Absolute Pressure (MAP)
Sensor Circuit Low (Signal Voltage Low -
High Vacuum) E C M ....................... 3B-50
D TC 34 - Manifold Absolute Pressure (MAP)
Sensor Circuit Low (Signal Voltage Low -
High Vacuum) P C M .......................... 3A-58
D TC 35 - Idle Air Control (IAC) E r r o r ___ 3A-60
D TC 36 - Idle Speed Control Actuator
Fault ............................................... 3A-62
D TC 37 - Brake Switch Stuck “O N ” ....... 10A-28,
10B-28
D TC 38 - Brake Switch Stuck “O F F ” ..... 10A-30,
10B-28
D TC 42 - Ignition Control (IC) Error -
ECM ............................................... 3B-52
D TC 42 - Ignition Control (IC) Error -
PCM ............................................... 3A-64,
6A-2
DTC 43 - Knock Sensor (KS) Circuit -
E C M ............................................... 3B-54
D TC 43 - Knock Sensor (KS) Circuit -
(Single Knock Sensor System) P C M ... 3A-66
DTC 43 - Knock Sensor (KS) Circuit -
(Dual Knock Sensor System) P C M ...... 3A-68
D TC 44 - Lean Exhaust E C M ............. 3B-56
D TC 44 - Lean Exhaust P C M ............. 3A-70
D TC 45 - Rich Exhaust E C M .............. 3B-58
D TC 45 - Rich Exhaust P C M ............... 3A-72
D TC 51 - Faulty P R O M (M EM -C AL) ...... 3B-62,
3A-78
D TC 52 - P R O M (CAL-PAK) M is s in g ...... 3B-62
D TC 53 - System Voltage H i g h ............. 3A-74,
10A-34,
10B-32
DTC 54 - Fuel Pump Relay (Low
Voltage) .......................................... 3B-60
D TC 54 - Fuel Pump Relay (Low
Voltage) ................... ..................... 3A-76
DTC 55 - Faulty P C M .......................... 3A-78
D TC 55 - Faulty E C M .......................... 3B-62
D TC 58 - Transmission Fluid Temperature
(TFT) Sensor Circuit Low (High
Temperature Indicated) ................... 10A-36,
10B-34
D TC 59 - Transmission Fluid Temperature
(TFT) Sensor Circuit High (Low
Temperature Indicated) ................... 10A-38,
10B-36
D TC 66 - 3-2 Control Solenoid Circuit
Fault ............................................... 10A-40
D TC 67 - Torque Converter Clutch (TCC)
Solenoid Circuit Fault ....................... 10A-42
D TC 68 - Trans Component S lip p in g ...... 10B-38
D TC 69 - Torque Converter Clutch (TCC)
Solenoid Stuck “O N ” ......................... 10A-44,
10B-40
DTC 72 - Vehicle Speed Sensor (VSS)
Circuit Loss (Trans Output Speed
S ig n a l) ......................................... 10A-46,
10B-42
D TC 73 - Pressure Control Solenoid (PCS)
Circuit (Current Error) ....................... 10A-48,
10B-44
D TC 75 - System Voltage Low ............. 10A-50,
10B-48
DTC 81 - 2-3 Shift Solenoid Circuit
Fault .................................................10A-54,
10B-52
D TC 82 - 1-2 Shift Solenoid Circuit
F a u lt........... ................................. ..10A-56,
10B-54
D TC 83 - T C C PW M Solenoid Circuit
Fault ........................... .................. ..10B-56
D TC 85 - Undefined Ratio Error .............10B-58
DTC 86 - Low Ratio E rro r.... ......... ....... 10B-60
DTC 87 - High Ratio E r r o r .................... 10 B -6 2
E
Economy, Poor F u e l ............................. .2-14
Electronic Control Module (ECM )
On-Vehicle Service ................................3B-71
E G R Application C h a rt.......................... .9-1
E G R Filter Cleaning/Replacement.............9C-7
E G R Manifold Passage ......................... .9B-6
E G R S y s t e m ....................................... .3A-14
E G R System Check with Linear E G R
Valve ................................ ............... .9A-4
E G R System Check with Port E G R
V a lv e .............................................. .9C-4
E G R Vacuum Solenoid with Negative
Backpressure E G R Valve ...................9B-6
E G R Valve (2.2L), E G R Vacuum Solenoid
with Negative Backpressure ................ .9B-6
E G R Valves and Controllers ...................9-1
E G R Valve Assembly Replacement,
L in e a r............................................. .9A-6
E G R Valve, E G R System Check with
P o r t ................................................ .9C-4
E G R Valve, E V R V Solenoid with Port .... 9C-1
E G R Valve Identification ....................... .9-2
E G R Valve, Negative B ackp re ssu re ..........9B-1
D ia g n o sis......................................... .9B-2
On-Vehicle S e rv ic e ............................ .9B-6
System C h e c k ...................................9B-4
E G R Valve P o r t................................... .9C-1
D ia g n o sis..........................................9C-2
On-Vehicle S e rv ic e ............................ .9C-6
System C h e c k ...................................9C-2
Electrical Circuit, Fuel Pump ...................4A-4
Electrostatic Discharge Dam age ............. .3-2
Emissions Control ................................ .1-2
Emissions Control Information Label,
Vehicle .............................................1-2
Emissions (EVAP) Control System
Evaporative...................................... .1-4,
5-1
Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-6
Emissions or Odors, Excessive Exhaust .. 2-17
End View E C M (1 of 4), Exhaust S y s t e m ................................... 3A-14,
Connector Term inal............................ 3B-67 3B-12
End View, P C M Connector Exhaust System Check, Restricted.......... 3A-31,
4.3L, 7.4L Manual Transmission 3B-31
(1 of 4) ........................................... 3A-95 External Transmission Components ......... 10A-58,
4.3L, 5.0L, 5.7L 4L60E Transmission 10B-64
(1 of 4) ........................................... 3A-99
4.3L, 5.7L, 7.4L 4L80E Transmission F
(1 of 4) .......................................... 3A-103
End Views, P C M Wiring Diagrams and Field Service M o d e ....................... . — 3-7
Connector Term inals.......................... 10A-58, Filer Neck .......................................... 4E-2
10B-64 Filter Cleaning/Replacement, E G R .......... 9C-7
Engine Coolant Temperature (ECT) Firing Order Engine ............................. 6A-9
Sensor ............................................ 3-8, Flood Mode, Clear ............................... 4-2
3A-13, Fluid Checking Procedure, 4 L 6 0 - E .......... 10A-16,
3B-11, 10B-15
10A-4, Fluid Temperature (TFT) Sensor,
10B-4 T ran sm ission .................................... 10A-2,
On-Vehicle S e r v ic e ............................ 3A-108, 10B-2
3B-71 Fuel, Alcohol-ln.................................... 4E-3
Engine Control Module ( E C M ) ................ 3B-3 Fuel and Emissions C on trol................... 1-2
E C M Learning Ability ............................ 3B-3 Fuel Cap ............................................ 5-6,
Engine Cranks But Will Not Run, 4E-2
Chart A-3 ........................................ 3A-20, Fuel Control............... ...... ...... . . . ----- 3A-12,
3B-18 3B-10
Engine Soon, Intermittent Malfunction Fuel Cutoff M o d e .................................. 4-3
Indicator Lamp (MIL) Service ............. 3-5 Fuel Economy, P o o r ............................. 2-14
En-Leanment, Decel ............................. 4-2 Fuel Filter............................................ 4E-1,
O peration......................................... 4-2 4E-4
EVAP Canister ..................................... 5-2 D ia g n o sis......................................... 4E-3
On-Vehicle S e r v ic e ............................ 5-6 In Line, Replacem ent......................... 4E-4
EVAP Canister Purge Control ................ 5-1 Intank, Replacem ent.......................... 4E-5
Canister Location ............................. 5-2 On-Vehicle S e r v ic e ............................ 4E-4
D ia g n o s is......................................... 5-2 Fuel Injector ....................................... 3A-12,
Results of Incorrect Operation ............ 5-2 3B-10
Visual Check ................................... 5-2 Fuel Injector A sse m b ly .......................... 4A-19
EVAP Canister Purge S o le n o id ............... 5-2 Fuel Injectors ...................................... 4A-2
H o s e s ............................................. 5-6 D ia g n o sis......................................... 4A-5
Pipe ............................................... 5-6 Fuel Meter Body Assembly ................... 4A-20
Pipe R e p a ir...................................... 5-6 Fuel Module ....................................... 3B-10
EV A P Canister Purge Solenoid C h e c k ___ 5-4 Fuel Module C h e c k ............................... 3B-11
Evaporative Emission (EVAP) Control Fuel Mode (Semi-“Closed Loop”),
S y s t e m ............................................ 1-4, H ig h w a y .......................................... 4-2
5-1, Fuel Pipes and Hoses
4A-4, D ia g n o sis......................................... 4E-3
4A-6 Materials ......................................... 4E-5
E V R V Solenoid with Port E G R V a lv e ...... 9C-1 On-Vehicle S e r v ic e ............................ 4E-4
On-Vehicle S e r v ic e ............................ 9C-6 Fuel Pressure R e g u la to r....................... 4A-2
Excessive Exhaust Emissions or Odors ... 2-17 D ia g n o sis......................................... 4A-5
Exhaust Emissions or Odors, Excessive .. 2-18 Fuel Pressure Relief Procedure ............. 4A-14,
Exhaust G as Recirculation (EGR) System . 1-4, 4E-4
9-1, Fuel P u m p .......................................... 4A-6,
9A-1, 4E-3,
9B-1, 4E-4
3B-11 On-Vehicle S e r v ic e ..................... ...» 4E-4
Exhaust G as Recirculation (EGR) Valve, Operation......................................... 4E-1
Linear On-Vehicle Service ................. 4B-18 Testing Proced u re ............................. 4E-3
Fuel Pump C ircu it................................ 3A-12, Heated Oxygen Sensor (H 0 2 S) ....... . 3-9
3B-10, Hesitation, Sag, Stumble . . . . . . . . . . . . . . . . . 2-12
4A-4 Highway Fuel Mode (Semi-“Closed Loop”) .. 4-2
Fuel Pump Relay History (DTC)s, Clearing ............... ...... 3-6,
D ia g n o s is ......................................... 4A-6 10A-9,
On-Vehicle S e n / ice ............................ 4A-14 10B-9
Fuel Pump Relay Circuit Diagnosis,
Chart A-5 ( E C M ) ............................... 3B-22 I
Chart A-5 ( P C M ) ............................... 3A-24
Fuel Supply S y s t e m ............................. 4A-1, IC System
4E-1 D ia g n o sis......................................... 6A-2
Fuel System Application Chart .............. 4-1 On Vehicle Se rvice ............................ 6A-8
Fuel System Cleaning .......................... 4E-7, Identification, Diagnostic Trouble
4E-8 Code (DTC) .................................... 3A-32,
Leak Test ....................................... 4E-8 3B-32
Fuel System Diagnosis, Idle Air Control ( IA C ) ............................ 3A-12,
Chart A-6 ( E C M ) ............................... 3B-26 3B-10
Chart A-6 ( P C M ) ............................... 3A-26 System C h e c k .................................. 4A-8
Fuel System s M odes of Operation ......... 4-1 Idle Air Control (IAC) System ................ 4A-2
Fuel System Operation ......................... 4A-1 Idle S p e e d .......................................... 3A-14,
Fuel System Pressure Test ................... 4A-14 3B-12
Fuel Systems, Section 4 ....................... 1-3, 1995 Controlled........................... 4-3
4-1 C h e c k ....................... ..................... 4A-17
Fuel T a n k ............................................ 4E-2 Idle Speed Control Actuator
D ia g n o s is ......................................... 4E-3 Check (Page 1 of 2 ) ......................... 4A-10
Draining .......................................... 4E-5 Idle Speed Control Actuator................... 4A-22,
On-Vehicle S e r v ic e ............................ 4E-4 4A-3
P u rg in g ............................................ 4E-6 Idle Speed Control Actuator
Replacem ent.................................... 4E-5 Adjustment Procedure ....................... 4A-23
Fuel Trim (Block Learn), Long T e rm ....... 3-5 Ignition Control (IC )............. ................. 3A-14
Fuel Trim (Integrator), Short T e r m .......... 3-5 3B-12
Function, Control M o d u le ....................... 3-4 Ignition (Dl) System, Distributor.............. 6A-1
Functional Check System Check (1 of 2 ) ...................... 6A-4
Air C le a n e r ...................................... 12-2 Ignition Reference S ig n a l....................... 3A-14
Control Module ................................ 3A-107, Ignition System Check (1 of 2)
3B-71 Distributor ....................................... 6A-4
Crankcase Ventilation S y s t e m ............. 11-1 Ignition Systems, Section 6 ................... 1-4,
Functional T e s t s ................................... 11-2 6-1
EV A P C a n iste r.................................. 5-6 Important Preliminary C h e c k s .................. 2-2
Incorrect Idle, Stalling (1 of 2), Rough,
G Unstable o r ...................................... 2-15
Incorrect Operation, Results of
G a s Recirculation (EGR) System, Section 9 Linear E G R ...................................... 9A-2
Exhaust .......................................... 1-4, Negative Backpressure ...................... 9B-2
9-1, Port .............................................. 9C-2
3B-11 In-Fuel, Alcohol.................................... 4E-3
G as Recirculation (EGR) Valve, Linear — 9A-4 In-Line Filter ....................................... 4E-1
Glossary of Terms, Section 14 Replacement.................................... 4E-4
Abbreviations a n d ............................. .1-5, In-Tank Filter....................................... 4E-1
14-1 Replacement.................................... 4E-5
Indicator Lamp (MIL) “Service Engine Soon,”
H Malfunction ...................................... 3-4
Injector Circuit Diagnosis, Chart A-4 . . . . . . 3B-20,
Hard Start (1 of 2 ) ................ ............... 2-5 3A-22
Harness Repair, Wiring ..........................3-12 Injector Fuel .................. .................... 3B-10,
Harness, W ir e ...................................... .3-12 3A-12
Heated Oxygen Sensor (H 0 2 S) Information, D iagnostic.......................... 3-4
On Vehicle Se rvic e .............................3A-111
 Information, Input ............................. 3-8
Information Label, Vehicle Emissions
Control ............................................ 1-2
Information, Output ............................... 10A-6,
10B-6
Information Sensors and S w itc h e s.......... 10A-2,
10B-2
Input Information .................................. 3-8,
10A-2,
10B-2
Inspection, Visual/Physical U nd erhood ...... 1-3
Intake System, Section 12 A ir ................ 1-4
Integrator, Short Term Fuel Trim ............ 3-5
Intermittent Malfunction Indicator Lamp
(MIL) “Service Engine So o n ” ............... 3-5
Intermittents (1 of 2) ............................ 2-3
Intermittents, Scan Tool Use With .......... 3-8
Internal Transmission C o m p o n e n ts.......... 10A-58,
10B-64
K 4.3L “C/K” with Automatic
Knock Sensor ( K S ) ............................... 3-11
D ia g n o s is ......................................... 7-2
On Vehicle Se rvice ............................ 3A-112,
3B-74,
7-10
Knock Sensor (KS) D T C ’s .................... 7-2
Knock Sensor (KS) System Check -
with Manual Transmission and
E C M 5.0L, 5.7L „............ .................. 7-4
Knock Sensor (KS) System Check (Single
Knock Sensor System) 5.0L, 5.7L, 7.4L . 7-6
Knock Sensor (KS) System Check
(Dual Knock Sensor System) 4.3L ...... 7-8
Knock Sensor (KS) System Section 7 — 1-4,
7-1,
3A-14,
3B-12
D ia g n o s is ......................................... 7-2
Operation......................................... 7-1
Purpose .......................................... 7-1
Knowledge and Tools Required, B a s i c ___ 1-3
L Chart A-1 ....................................... .3A-16
Label, Vehicle Emissions Control
Information....................................... 1-2
Lack of Power, Sluggish, or Spongy
(1 of 2) .......................................... 2-8
Lamp (MIL) “Service Engine Soon”,
Intermittent....................................... 3-4
Malfunction Indicator.......................... 3-5
Leak Test, Fuel S y ste m ......................... 4E-8
Learning Ability, Control M o d u le ............. 3-7
Control Module ............................... 3-7
Light System, Shift ................................10C-1
C h e c k ............................................ .10C-2
D ia g n o s is............. ......... ..................10C-4
On Vehicle Se rvice ................ ............10C-4
Line Repair, F u e l............. — . 4E-5
Linear E G R Valve Assembly
Replacem ent.................................... .9A-6
Linear Exhaust G as Recirculation (EGR)
P C M ................................................9A-4
D ia g n o sis..........................................9A-2
On-Vehicle S e r v ic e .............................9A-6
Results of Incorrect Operation ........... .9A-2
System Check .................................. .9A-2
V a lv e .............................................. .9A-1
Link Connector (DLC), D a t a ................... .3-4
Link Connectors ( D L C ) .......................... .10A-2,
10B-2
Locations, Component .......................... .1-5
4.3L “C/K” with Manual
Transmission ................................ .1-6
Transmission (4L60E) .................... .1-7
4.3L “C/K” with Automatic
Transmission (4L80E) .................... .1-8
4.3L “C ” with California
E m is s io n ...................................... .1-9
5.0L/5.7L “C/K” with Manual
Transmission ................................ .1-10
5.0L/5.7L “C/K” with Automatic
Transmission (4L60E) .................... .1-11
5.7L “C/K” with Automatic
Transmission (4L80E) .................... .1-12
7.4L “C/K” with Manual
Transmission ................................ .1-13
7.4L “C/K” with Automatic
Transmission (4L80E) .................... .1-14
Long Term Fuel Trim (Block Learn) ....... .3-5
“Loop”, “C lo s e d "................................... .4-2
“Loop”,“Open” .......................................4-2
M
Maintenance S c h e d u le .......................... .1-3
Malfunction Indicator Lamp (MIL)
Chart A-2 Will Not flash D TC 12
“ON,” steady ................................ .3A-18
Intermittent....................................... .3-5
Learning Ability ................................ .3-7
“Service Engine Soon” .......................3-4
Manifold Absolute Pressure Map Sensor .. 3-9,
3A-13,
3B-11
On Vehicle Se rvice .............................3A-108,
3B-71
Output Check
E C M ................................................3B-26
P C M ................................................3A-26
Manifold Passage, E G R ......................... 9B-6 Not Run, Chart A-3 Engine Cranks But
Manual Contains, What This ................. 1-3 Will ............................................... 3A-20,
Manual Transmission ............................ 10-1 3B-18
Manual Transmission C o n tro ls................ 10C-1
Manual Transmission Shift Light Check ... 10C-2 o
Materials, Fuel Hose and Pipe
Assemblies ...................................... 4E-5 Odors, Excessive Exhaust Emissions or .. 2-18
M E M -C A L Replacem ent......................... 3A-107 Oil Pressure Switch ............................. 4A-6
Meter Body Assembly .......................... 4A-20 On Vehicle Service ............................ 4A-24
Metri-Pack .......................................... 3-13 On-Board Diagnostic (OBD) System Check 3-7,
M ic ro -P a c k .......................................... 3-13 3A-6,
Minimum Idle Speed Check 3B-4
(7.4L Only) ...................................... 4A-17 (with Tech 1 Scan T ool)..................... 3B-6,
Minimum Idle S p e e d ....... ..................... 4-3 10A-9,
Mode 10B-9
Acceleration...................................... 4-2 “Open Loop” ....................................... 4-2
Battery Voltage Correction M o d e ......... 4-3 (Open) Mode, Road Test ...................... 3-8
Decel Enleanm ent............................. 4-2 Operation
Deceleration .................................... 4-2 Distributor Ignition (Dl) S y s te m ............ 6A-1
Diagnostic ....................................... 3-7, Evaporative Emission (EVAP) Control
3-8 Syste m ......................................... 5-1
Field Service ................................... 3-7 Exhaust Gas Recirculation (EGR)
Fuel Cutoff ...................................... 4-3 Syste m ............................. ........... 9-1
Highway Fuel (Semi-“Closed Loop”) ___ 4-2 Fuel Pump ...................................... 4E-1
Road T e s t ....................................... 3-8 Knock Sensor (KS) S y s te m ................ 7-1
Module, Control Operation, Decel Enleanm ent................. 4-2
Application Chart, C ontrol................... 3-2 Operation, Results of Incorrect
Fu n ctio n .......................................... 3-4 Air Intake S y s te m ............................. 12-2
Learning Ability ................................ 3-7 Crankcase Ventilation S y s t e m ............. 11-2
Powertrain (PCM ) ............................. 3A-3 Linear E G R V a lv e s............................ 9A-2
On Vehicle S e r v ic e ............................... 3A-107 Negative Backpressure E G R V a lv e ...... 9B-2
Replacem ent......................... ........... 3A-107 Port E G R V alve ................................ 9C-2
Module Systems; Section 3 Control ....... 1-3 Out, Misses (1 of 2) C u t s .................... 2-13
Module, Vehicle Speed Signal (V SS) Output Check, Manifold Absolute
Buffer ............................................. 3A-112, Pressure ( M A P ) ................................ 3A-28,
10A-6, 3B-26
10B-6 Output Information................................ 10A-6,
On-Vehicle S e r v ic e ............................ 3A-112, 10B-6
3B-74 Output, TP Sensor ............................... 3A-13,
3B-11
N Over Voltage, Sy ste m ............................ 3B-12
Oxygen Sensor (H 02S) 1 ...................... 3A-13,
Needed to Service the System, Tools ___ 3-8 3B-11
Negative Backpressure E G R Valve ......... 9B-1 On Vehicle Service............................ 3A-111,
Negative Backpressure E G R Valve, E G R 3B-73
System Check with .......... ................ 9B-2, Oxygen Sensor (H02S), H eated ............. 3-9
9B-4 Oxygen Sensor (02 S) .......................... 3-9,
Negative Backpressure E G R Valve, Solenoid 3A-13,
with ............................................... 9B-1 3B-11
O n Vehicle S e rv ic e ............................ 9B-6 On-Vehicle S e r v ic e ............................ 3A-108,
No Serial Data or Will Not Flash D TC 12 3B-73
M IL (Service Engine Soon) “O N ” Steady,
Chart A-2 . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-18, P
3B-16
Not Flash D TC 12 M IL (Service Engine Pack, Micro- ....... ...... ..................... 3-13
Soon) “O N ” Steady, No Serial Data Passage, E G R Manifold . . . . . . . . . — ..... 9B-6,
or Will ......................................... 3A-18, 9C-6
3B-16
Pedal, Accelerator................................ 4E-9 Pressure Control Solenoid ( P C S ) ............ 10A-7,
Pellel, W a x ........................................... 12-3 10B-7
Physical Underhood Inspection, Visual/___ 1-3 Pressure (MAP) Output Check .............. 3A-28,
Pipe Assemblies, Fuel Hose a n d ............ 4E-5 3B-26
Pipes, Fuel and V a p o r .......................... 4E-2 Pressure (MAP) Sensor, M anifold............ 3-9,
D ia g n o s is......................................... 4E-3 3A-13,
On Vehicle Se rvic e ............................ 4E-5, 3B-11
5-6 On Vehicle Se rvice ..................... . 3A-108,
Poor Fuel Economy ............................. 2-14 3B-71
Port E G R Valve, E G R System Check — 9C-4 P R O M (CAL-PAK) ................ ............... 3B-10
Port E G R V a lv e ................................... 9C-1 P R O M (M EM -CAL) ....... ...................... 3A-3
Port E G R Valve, E V R V Solenoid with ___ 9C-1 Pressure Regulator/Fuel ______ — ........... 3A-12,
Ports V a c u u m ....... ............................. 4A-2 3B-10,
Position (TP) Sensor, Throttle ................ 3-11, 4A-2
3A-13, D ia g n o sis ......................................... 4A-6
3B-11, Pressure Relief Procedure, F u e l............. 4A-14
4A-3, TBI ............................................... 4E-4
10A-5, Pressure Switch Assembly, Transmission
10B-5 Circuit Check ................................... 10A-22,
D ia g n o s is......................................... 4A-5 10B-22
On Vehicle Se rvice ............................ 3A-112, Range ( T R ) ...................................... 10A-2,
3B-73, 10B-2
4A-21 , Pressure Switch, Oil
10A-58, D ia g n o sis...................... .................. 4A-26
10B-64 On Vehicle Se rvice ............................ 4A-24
Replacem ent..................................... 3A-112, Pressure Test, Fuel S y s t e m .............— 4A-14
3B-73 Procedure, 4L60E Transmission Fluid
Sensor Output ............. ................... 3A-13, Checking ....... . 10A-16,
3B-11 10B-15
Power, Sluggish, or Spongy, Lack of Procedure, Idle Speed Control
(1 of 2) ........................................... 2-8 Actuator Adjustm ent.......................... 4A-23
Powertrain Control Module (PCM ) .......... 3A-3, Procedure, Fuel Pressure R e lie f............. 4A-14
10A-2, Procedure, Fuel Pump Testing .............. 4E-3
10B-2 P R O M ............................................... 3B-4
Connector Terminal End View P R O M (CAL-PAK) ................................ 3B-4,
4.3L, 7.4L Manual Transmission 3B-71
(1 of 4) ................................... 3A-95 PRO M , E C M Replacement with ............. 3B-71
4.3L, 5.0L, 5.7L 4L60E Pump Circuit, Fuel ............................... 3A-12,
Transmission (1 of 4) ................ 3A-99 3B-10,
4.3L, 5.7L, 7.4L 4L80E 4A-4
Transmission (1 of 4) ................ 3A-103 Pump, Fuel
Functional C h e c k ............................... 3A-107 D ia g n o sis ......................................... 4A-6,
Intermittent Diagnostic Trouble Codes or 4E-3
Perform ance.................................. 10A-9, On Vehicle Se rvice ............................ 4E-4
10B-9 Testing Proced u re ............................. 4E-3
Learning Ability ................................ 3A-3 Pump Relay Circuit Diagnosis, Chart A-5
On Vehicle Se rv ic e ............................ 3A-107 P C M ............................................... 3A-24
Replacem ent..................................... 3A-107 E C M ............................................... 3B-22
Wiring Diagrams 4L60E, 4 L 8 0 E .......... 10A-19, Pump Relay, Fuel
10B-18 D ia g n o sis......................................... 4A-6
4.3L, 7.4L Manual Transmission On Vehicle Se rvice ............................ 4A-23
(1 of 4) ................................... 3A-79 Purge Control, EV A P C an ister................ 5-1
4.3L, 5.0L, 5.7L 4L60E Purge Solenoid Check, EV A P Canister
Transmission (1 of 6) ............. 3A-83 P C M ......... . 5-4
4.3L, 5.7L, 7.4L 4L80E Purge Solenoid, EV A P Canister . . . . . . . . . . 5-6
Transmission . . . . . . . . . . . . . . . . . . . . . 3A-89 On Vehicle Service . . . . . . . . . . . . . . . . . . . . . 5-6
Preliminary Checks, Important ................ 2-2 Purging, Fuel Tank .......................... 4E-6
Purpose s
Distribution Ignition (DI) S y ste m .......... 6A-1
Evaporative Emission (EVAP) Control Sag Stumble, Hesitation ....................... 2-12
Sy ste m ........................................ 5-1 Scan Tool, Data Link Connector.............. 3-7
Exhaust Gas Recirculation E G R Scan Tool Data Valves, Typical ............. 3A-8,
S y s t e m ........................................... 9-1 3B-8
PW M Solenoid, T C C ........................... 10A-1, Scan Tool Use with Intermittents ........... 3-8
10B-1 Sensor, Diagnosis
Engine Coolant Temp (ECT) ............... 3B-11,
R 3A-13
Manifold Absolute Pressure (MAP) _____ 3A-13,
Range (TR) Pressure Switch Assembly 3B-11
Circuit C h e c k .................................. 10A-22, Oxygen Sensor ( 0 2 S ) ....................... 3A-13,
10B-22 3B-11
Recirculation (EGR) System, E x h a u st...... 3A-14, Throttle Position S e n s o r .................... 3A-13,
3B-14, 3B-11
9-1 Sensor, General Description
Recirculation (EGR) Valve, Linear .......... 9A-1 Engine Coolant Temperature (E C T ) ...... 3-8
Reference Signal, Ignition..................... 3A-14 Heated Oxygen (H 02S) .................... 3-9
Regulator, P re ssu re .............................. 4A-2 Knock K S ....................................... 3-11
D ia g n o sis........................................ 3A-12, Manifold Absolute Pressure (MAP) ...... 3-9
3B-10, Oxygen Sensor ( 0 2 S ) ....................... 3-9
4A-6 Throttle Position ( T P )........................ 3-11,
Relay Circuit Diagnosis, Chart A-5 4A-3
PC M .............................................. 3A-24 Vehicle Speed ( V S S ) ........................ 3-11
E C M .............................................. 3B-22 Sensor K n o c k .... ................................ 3-11,
Relay, Fuel Pump 7-1
D ia g n o sis.... ................................... 4A-6 Sensor Knock (KS) (D T C )(s)................. 7-2
On Vehicle Service........................... 4A-23 Sensor (KS) System Check with
Relief Procedure, Fuel P re ssu re ............. 4A-14 ECM, K n o c k .................................... 7-4
Repair Sensor (KS) System Check (Single Knock
EVAP Pipe ..................................... 5-6 Sensor System) K n o c k ..................... 7-6
Fuel L in e .......... ............................. 4E-5 Sensor (KS) System Check (Dual Knock
Wiring Harness ............................... 3-12 Sensor System) K n o c k ..................... 7-8
Replacement, Sensor, On Vehicle Service
Linear E G R Valve A sse m b ly .............. 9A-6 Engine Coolant Sensor (ECT) ........... 3A-108,
TBI U n it......................................... 4A-16 3B-71,
Replacement E G R Filter Cleaning/.......... 9C-7 10A-58,
Replacement, In-Line Filter.................... 4E-4 10B-64
Replacement, In-Take Filter .................. 4E-5 Heated Oxygen (H 02S) .................... 3A-111
Replacement, M E M -C A L ....................... 3A-107 K n o c k ............................................ 3A-112,
Replacement, PC M .............................. 3A-107 3B-74,
Replacement, Throttle Position (TP) 7-10
TBI ............................................... 3A-112 Manifold Absolute Pressure (MAP) ...... 3A-108,
Replacement with PROM, EC M ............. 3B-71 3B-71
Restricted Exhaust System C h e c k .......... 3A-31, Throttle Position (T P )........................ 3A-112,
3B-31 3B-73,
Results of Incorrect Operation, 10A-58,
Air Intake S y ste m ....... ..................... 12-2 10B-64
Crankcase Ventilation S y s t e m ............. 11-2 Vehicle Speed ( V S S ) ........................ 3A-112,
Evaporative Emission (EVAP) Control 3B-74,
S y ste m ........................................ 5-2 10A-58,
IC ................................. 6A-2 10B-64
Linear E G R ............ 9A-2 Sensor, Vehicle Speed . . . . . . . . . . . . . . . . . . . 3A-112,
Negative Backpressure E G R . . . . . . . . . . . 9B-2 3B-74
Port E G R ....................... . 9C-2 Sensors, and Switches, Information___... 10A-2
Road Test Mode ................................. 3-8 Serial Data, Chart A-2 No .................... 3A-18,
Run Mode ......................................... 4-2 3B-16
(Service Engine Soon), Chart A-1 Switch
No M I L ........................................... 3A-16, Brake ............................................ 10A-6,
3B-14 10B-6
Service Engine Soon Intermittent Check 4W D Low (Electric Shift) ......... 10A-1
Malfunction Indicator Lamp (M IL )........ 3-4 Check 4W D Low (M echanical)........... 10A-1
(Service Engine Soon) Malfunction Trans Range (TR) Pressure .............. 10A-2,
Indicator Lamp ( M IL ) ........................ 3-4 10B-2
Service Information .............................. 4A-14 Transfer Case Se le c t........................ 10A-5,
Service, O n-Vehicle............................ . 3A-107, 10B-6
3B-71 Switch, Oil P re ssu re ............................ 4A-6
Service, O n-Vehicle.............................. 4A-14, Switch Oil Pressure, D ia g n o s is .............. 4A-6
4E-4 Switch, Oil Pressure, On Vehicle Service . 4A-24
Service, On Vehicle ( E G R ) .................... 9B-6, Switches, Information, Sensors a n d ........ 10A-2,
9C-6 10B-2
Service, TBI C o m p o n e n t....................... 4A-18 Symptoms, Driveability.......................... 2-1,
Setting Timing, Ignition S y ste m .............. 6A-8 4A-6
Short Term Fuel Trim (Integrator)........... 3-5 System Check, Distributor Ignition .......... 6A-4
Signal, A/C ........................................ 3A-14, System Check, E G R ............................ 9A-4,
3B-12, 9B-2,
3-11 9C-2
Signal, Distributor Reference ................. 3A-14, System Check, Idle Air Control ( IA C ) ...... 4A-8
3B-12, System Check, On Board Diagnostic ...... 3A-6,
Signal Ignition Reference....................... 3A-14 3-7,
Sluggish, or Spongy, Lack of Power 3B-4
(1 of 2) .......................................... 2-8 System Check, Restricted Exhaust.......... 3A-31,
Solenoid, 1-2 Shift............................... 10A-6, 3B-31
10B-6 System Check with Negative Backpressure
Solenoid, 2-3 Shift............................... 10A-6, E G R Valve, E G R ............................ 9B-4
10B-7 System Check, with Port E G R Valve,
Solenoid 3-2 S h if t ................................ 10A-7 E G R .............................................. 9C-4
Solenoid Check, EVAP Canister P u rg e ___ 5-4 System Check with Tech 1 Scantool,
Solenoid EVAP Canister P u r g e .............. 5-6 On-Board Diagnostic ........................ 3B-6
Solenoid, Pressure Control (PCS) .......... 10A-7, System Diagnosis, Chart A-6 Fuel
10B-7 S y s t e m ........................................... 3A-26,
Solenoid, T C C PW M ........................... 10A-1, 3B-24
10B-1 System, Distributor Ignition (D l).............. 6A-1
Solenoid, Torque Converter C lutch.......... 10A-7, System, Evaporative Emission (EVAP)
10B-7 Control ........................................... 4A-6
Solenoid with Negative Backpressure E G R System, Exhaust ................................. 3A-14,
V a lv e .............................................. 9B-1 3B-12
Spark Knock, Detonation....... ............... 2-10 System, Exhaust Gas Recirculation (EG R ).. 3B-11
Special T o o ls....................................... 10A-59, System, Fuel Su p p ly............................. 4A-1,
10B-65 4E-1
13-1 System Hoses ( E G R ) ........................... 9B-6,
Speed .............................................. 3-6 9C-6
Speed, 1995 Controlled Idle.................. 4-3 System, I C ......................................... 6A-2,
Speed Check, Controlled Idle ................ 4A-17 6A-8
Speed Density S y ste m .......................... 3-5 System, Idle Air Control (IA C )................ 4A-2
Speed, Idle ........................................ 3A-14, System, Ignition .................................. 6A-8
3B-12 System, Knock Sensor ( K S ) .................. 3A-14,
Speed Sensor, Vehicle.......................... 3-11 3B-12,
Spongy, Lack of Power (1 of 2) 7-1
Sluggish and/or ...................... 2-8 System Operation Fuel ................ . 4A-1
Starting M o d e .................................. 4-1 System Over V o lta ge ........................... 3A-14
Stumble, Hesitation Sa g ....................... 2-12 System Pressure Test, F u e l.................. 4A-14
Supply System, F u e l.......... .................. 4A-1 System, Setting Timing Ignition.............. 6A-8
Surges and/or Chuggles .................... .. 2-7
 T Tool Data Values, Typical Scan ............. .3A-8,
3B-8
Tank, Fuel ................................. 4E-2 Tool, Scan .................. ....................... 13-1
Tank, Fuel ................................. 4E-5 Tool use with Intermittents, S c a n ___ ..... 3-8
Draining ........ . 4E-5 Tools, Data Link Connector S c a n .............3-7
P u rgin g......................... . 4E-6 Tools needed to Service the System .......3-8
Replacem ent........................... 4 E -5 Tools, Special . . . . . . . . . . . . . . . . ___. . .. . . . 13-1,
Tank Fuel D ia g n o sis.................... 4E-3 10A-59,
Tank Fuel, On Vehicle S e rv ic e ...... 4 E -5 10B-65
TBI Fuel Pressure Relief Procedure 4 E -4 Torque Converter Clutch (TCC)
T C C PW M So le n o id .................... 10A-1 Solenoid......................................... .10A-1
Tech 1 Data Definitions, Typical___ 3A-10, TP Sensor O utput.................................3A-13,
3B-1C)’ 3B-11
Tech 1 Scan Data Valves, Typical .. 3A-8, Trans Range (TR) Pressure Switch
3B-8 Assembly Circuit Check .................... .10A-22,
Temperature Sensor, Engine Coolant 3-8, 10B-22
3A-13 Transfer Case Select Switch Assembly ... 10A-5
3 B- 11 , Transfer Case Shift Control Switch
10A-4, A sse m b ly.................... .....................10A-5
10B-4 Speed Sensor ( V S S ) ........................ .10A-6
Temperature Sensor, Engine Coolant, Speed Signal (VSS) Buffer M od ule .......10A-6
On Vehicle Service................... 3A-108, Transmission Components, External..........10A-62
3B-71, Transmission Components, Internal . . .. . . . 10A-62
10A-58, Transmission Fluid Checking Procedure,
10B-64 4 L 6 0 E ............................................ .10A-16
Term, Fuel Trim (Block Learn) Long . 3 -5 Transmission Fluid Temperature (TFT)
Term, Fuel Trim, (Integrator) Short .. 3 .5 Sensor ........................................... .10A-4
Terminal End View, E C M Connector . 3B-67 Transmission On Vehicle S e r v ic e ........... .10A-62
Terminal End View, P C M Connector Transmission Range Pressure S w itc h .......3A-14
4.3L, 7.4L Manual Transmission Transmission Range Position S w itc h ....... .3A-113
(1 of 6 ) ............................... 3A-95 Transmission Range (TR) Pressure
4.3L, 5.0L, 5.7L 4L60E Switch A sse m b ly .............. ............... .10A-4
Transmission (1 of 4 ) ............. 3A-99 Transmission TECH 1 Scan Tool D a ta ____10A-12
4.3L, 5.7L, 7.4L 4L80E Trim (Block Learn) Long Term Fuel ....... .3-5
Transmission (1 of 4 ) ............. 3A-103 Trim, (Integrator) Short Term F u e l .......... .3-5
Terminal End Views, PC M Wiring Typical Tech 1 Data Definitions ............. .3A-10,
D IA G R A M S a n d , ....................... 10A-62 3B-9
Test, Leak (Fuel System) .............. 4E-8 Typical Tech 1 Scan Data V a lu e s .......... .3A-8,
Test Mode, R o a d .......................... 3-8 3B-8
Thread Locking C om pound ............. 4A-16
Throttle Body Assembly - On Vehicle u
S e r v ic e .................................... 4A-23
Throttle Position S e n s o r................. 3-11, Unit Replacement, (TBI) ....................... .4A-16
3A-13, Unit, Throttle Body Injection (TBI) .......... .4A-2
3B-11, Unstable or Incorrect Idle, Stalling,
4A-3, R o u g h ............................................ .2-15
4A-6,
10A-5, V
10B-5
Throttle Position Sensor, On Vehicle Vacuum P o r t s ..................................... .4A-2,
S e rv ic e .................................. 3A-112, 4B-3
3B-73, Vacuum Solenoid with Negative
10A-62, Backpressure EG R Valve, E G R .......... .9B-1
4A-21 valve Assembly, Intake Manifold Tuning... 4B-17
Throttle Position Sensor Replacement...... 3A-112, Valve Assembly, Replacement, Linear
3B-73 EGR ...............................................9A-6
Timing, Setting .................................... 6 A -8 Valve EGR, On Vehicle S e rv ic e ............. .9B-6
Tool Data, Transmission T E C H 1 Scan ... 3 A-10
Valve, E G R System Check with Linear w
E G R P C M ........................... ........... 9A-4
Valve Identification, E G R ....... ............... 9-2 Wax Pellet . . . . . . . . . . . . . . . . . . . . ..............12-3
Valve, Idle Air Control (IAC) ................. 4A-21 Weather Pack — ...... ......................... .3-13
Valve, Linear Exhaust G as Recirculation What This Manual C ontains........ ...........1-3
(EGR) V a lv e .................................... 9A-1 Section 2 Driveability Symptoms ........ .1-3
Valve, Negative Backpressure Section 3 Control Module S y ste m s.......1-3
E G R Valve ..................................... 9B-1 Section 4 Fuel S y s t e m s .................... .1-3
Valve, Port E G R ................................. 9C-1, Section 5 Evaporative Emission (EVAP)
9C-6 Control System ............................ .1-4
Valve, Solenoid with Negative Backpressure Section 6 Ignition Systems .................1-4
E G R .............................................. 9B-1 Section 7 Knock Sensor (KS) System .. 1-4
Valve, System Check with Negative Section 9 Exhaust G as Recirculation
Backpressure E G R ........................... 9B-4 (EGR) S y ste m .............................. .1-4
Valves and Controllers, E G R ................. 9-1 Section 10 Transmission C o n tro ls....... .1-4
Values, Typical Tech 1 Scan D a ta .......... 3A-8, Section 11 Crankcase Ventilation
3B-8 Syste m ........................................ .1-4
Vapor Pipes, Fuel a n d .......................... 4E-2 Section 12 Air Intake S y ste m ..............1-4
Vehicle Speed Sensor .......................... 3-11, Section 13 Special Tools .................. .1-5
3C-11, Section 12 Abbreviations and
10A-6, Glossary of T e rm s ........................ .1-5
3B-14 What Sections 3A, 3B contain .............. .3-2
Vehicle Speed Sensor ( V S S ) ................. 3-11, What Sections 4A, 4E contain .............. .4-1
3A-112, Wheels, Blocking Drive ........................ .1-3
3B-74 Wiring Diagram, P C M ........................... .10A-19,
Vehicle Speed Sensor (V SS) Buffer ....... 3A-112, 10B-18
3B-74, Wiring Diagrams, PCM
10A-6, 4.3L, 7.4L Manual Transmission
10B-6 (1 of 4 ) ...................................... .3A-79
Vehicle Speed Sensor (VSS) 4.3L, 5.0L, 5.7L 4L60E
Buffer, On Vehicle Se rvice ................. 10A-58, Transmission (1 of 6 ) .................... .3A-83
10B-64 4.3L, 5.7L, 7.4L 4L80E
Vehicle Speed Sensor (VSS) Transmission (1 of 6 ) .................... .3A-146
On-Vehicle S e r v ic e ........................... 3A-112, Wiring Diagrams, PCM, transmission....... .10A-62
3B-74, Wiring H a rn e ss.....................................3-12
10A-58, Wiring Harness and connectors ..............10A-2,
10B-64 10B-2
View, E C M Connector Terminal E n d ....... 3B-67 Wiring Harness Connectors and Terminals 3-12
View, P C M Connector Terminal End Wiring Harness R e p a ir...........................3-12
4.3L, 7.4L Manual Transmission
(1 of 4 ) ....................................... 3A-95
4.3L, 5.0L, 5.7L 4L60E
Transmission (1 of 4 ) .................... 3A-99
4.3L, 5.7L, 7.4L 4L80E
Transmission (1 of 4 ) .................... 3A-103
Voltage Connection Mode, Battery.......... 4-3
Voltage, System O v e r........................... 3A-14,
3B-12
 DRIVEABILITY AND EMISSIONS (DIESEL)
TABLE OF CONTENTS

SECTION SUBJECT
1 GENERAL INFORMATION
2 DRIVEABILITY SYMPTOMS
3 CONTROL MODULE SYSTEM
4 FUEL SYSTEM
7 GLOW PLUG SYSTEM
9 EXHAUST GAS RECIRCULATION (EGR) SYSTEM
10 TRANSMISSION CONTROLS
10A 4L60E DIAGNOSTIC TROUBLE CODES
10B 4L80E DIAGNOSTIC TROUBLE CODES
11 CRANKCASE VENTILATION SYSTEM
12 AIR INTAKE SYSTEM
13 SPECIAL TOOLS
14 ABBREVIATIONS AND GLOSSARY OF TERMS
INDEX ALPHABETICAL INDEX
*
z
<
_ l

CD
 SECTION 1
GENERAL INFORMATION
CONTENTS
General Description....................................... 1-1 Section 7: Glow Plug System .............1-3
Fuel and Emissions Control .................... 1-1 Section 9: Exhaust Gas Recirculation
Vehicle Emissions Control (EGR) System .................................. ..1-3
Information Label .................................. 1-2 Section 10: Transmission Controls . . . 1-3
Maintenance Schedule.............................. 1-2 Section 11: Crankcase
Blocking Drive Wheels ............................. 1-2 Ventilation System............................. ..1-4
Visual/Physical Underhood Inspection__ 1-2 Section 12: Air Intake System.............1-4
Basic Knowledge and Tools Required . .. 1-2 Section 13: Special T o o ls.................. ..1-4
What This Manual Contains .................... 1-2 Section 14: Abbreviations and
Section 2: Driveability Symptoms__ 1-2 Glossary of Terms............................. ..1-4
Section 3: Control Module System ... 1-2 Component Locations................................ ..1-5
Section 4: Fuel System ..................... 1-3

ALL NEW GENERAL MOTORS VEHICLES ARE CERTIFIED BY THE UNITED STATES
ENVIRONMENTAL PROTECTION AGENCY AS CONFORMING TO THE REQUIREMENTS OF
THE REGULATIONS FOR THE CONTROL OF AIR POLLUTION FROM NEW MOTOR VEHICLES.
THIS CERTIFICATION IS CONTINGENT ON CERTAIN ADJUSTMENTS BEING SET TO FACTORY
STANDARDS. IN MOST CASES, THESE ADJUSTMENT POINTS EITHER HAVE BEEN
PERMANENTLY SEALED AND/OR MADE INACCESSIBLE TO PREVENT INDISCRIMINATE OR
ROUTINE ADJUSTMENT IN THE FIELD. FOR THIS REASON, THE FACTORY PROCEDURE FOR
TEMPORARILY REMOVING PLUGS, CAPS, ETC., FOR PURPOSES OF SERVICING THE
PRODUCT, MUST BE STRICTLY FOLLOWED AND, WHEREVER PRACTICABLE, RETURNED TO
THE ORIGINAL INTENT OF THE DESIGN.
NOTICE: Before performing any welding, disconnect negative battery cable and any control module connectors. Damage
may occur to control module or to other system components.

GENERAL DESCRIPTION
FUEL AND EMISSIONS CONTROL
A control module is designed to maintain exhaust
emissions levels at federal standards while providing good
driveability and fuel efficiency. The functions of the system are
based on data gathered by sensors and switches located
throughout the vehicle. The control module maintains control
over fuel delivery and other system components, while
monitoring the system for faulty operation with its diagnostic
capabilities. This diagnostic capability is complemented by the
diagnostic procedures contained in this manual. The control
module language for communicating the source of the
malfunction is a system of diagnostic trouble codes.
When it finds a problem, it lights a Malfunction Indicator
Lamp (MIL) “Service Engine Soon” on the instrument panel
and a Diagnostic Trouble Code (DTC) will be stored in the
control module memory. This does not mean that the engine
should be stopped right away, but that the cause of the light
coming “ON” should be checked as soon as reasonably
possible.
It is important to review the system sections and control
module wiring diagrams for a specific engine to determine
what is controlled by the control module and what systems are
non-control module controlled. Abbreviations which are used
in driveability and emissions are listed in “Abbreviations,”
SECTION 14.
VEHICLE EMISSIONS CONTROL
INFORMATION LABEL
The Vehicle Emissions Control Information label contains
important emission specifications and procedures. On the upper
left comer is exhaust emission information. Refer to Figure 1-1
for further break out clarification. Also, there is an illustrated
emission components and a vacuum hose schematic. This label
is located in the engine compartment of every vehicle. If the
label has been removed, a replacement label can be ordered
from General Motors Service Parts Operation (GMSPO). Refer
to the standard Parts Catalog.
MAINTENANCE SCHEDULE
Refer to “Maintenance and Lubrication,” SECTION OB of
the proper Light Duty Truck Service Manual or in the vehicle
glove box for the maintenance service. Proper schedule
maintenance should be performed to retain emission control
performance.
BLOCKING DRIVE WHEELS
The vehicle drive wheels should always be blocked with
parking brake firmly set while checking system.
VISUAL/PHYSICAL UNDERHOOD
INSPECTION
One of the most important checks that must be done as part
of anv diagnostic procedure is a careful visual/phvsical
underhood inspection. This can often lead to fixing a problem
without further steps. Inspect all vacuum hoses for correct
routing, pinches, cuts, or disconnects. Be sure to inspect hoses
that are difficult to see beneath the air cleaner, compressor,
generator, etc. Inspect all the wires in the engine compartment
for correct and good connections, burned or chafed spots,
pinched wires, or contact with sharp edges or hot exhaust
manifolds. This visual/physical inspection is very important. It
must be done carefully and thoroughly. Refer to component
locations at end of this section.
BASIC KNOWLEDGE AND TOOLS
REQUIRED
To use this manual most effectively, a general understanding
of basic electrical circuits and circuit testing tools is required.
You should be familiar with wiring diagrams, the meaning of
voltage, ohms, amps, the basic theories of electricity, and
understand what happens in an open or shorted wire.
To perform system diagnosis, the use of the Tech 1
Diagnostic computer or equivalent scan tool is required. A
tachometer, test light, ohmmeter, digital voltmeter with
10 megohms impedance, vacuum gauge, and jumper wires are
also required. Please become acquainted with the tools and
their use before attempting to diagnose a vehicle. Special tools
which are required for system service and the ones described
above are illustrated in “Special Tools,” SECTION 13.
WHAT THIS MANUAL CONTAINS
The Diesel Fuel and Emissions service manual has been
developed to describe the function and operation of the control
module control system that controls the driveability and
emissions of the vehicle. Emphasis is placed on the diagnosis
and repair of problems related to the system.
The diagnostic charts and functional checks for each
system are found in “Diagnosis” of each section.
The “Fuel and Emissions” service manual is divided into
sections, each dealing with diagnosis and repair. These sections
can be summarized as follows.
Section 2: Driveability Symptoms
This section assists in the diagnosis of intermittent
problems or problems which don’t result in the storing of
Diagnostic Trouble Codes (DTCs). It is arranged by symptoms
of poor driveability and emissions and lists probable causes of
the problems.
Section 3: Control Module System
This is an electronically controlled exhaust emission
system that uses a control module to control fuel delivery,
injection timing, turbo boost and exhaust recirculation.
This section deals with the diagnosis and repair of each
control module system with the use of a Tech 1 scan tool.
This section contains:
• Description and Details of Basic Operation.
• On-Board Diagnostic System Check. This must be the
first step of any diagnostic procedure.
• Functional Checks/Diagnostic Charts.
• Diagnostic Trouble Code (PTC) Tree Charts with
facing pages containing circuit diagrams, circuit
operation information, and helpful diagnostic aids.
• Wiring Diagrams.
• Control Module Connector Terminal End View and
Terminal Definitions.
• On-Vehicle Service.
• Part Names and Group Numbers.
 AREA OF
CERTIFICATION
Figure 1-1 - Vehicle Emission Control Information Label
Section 4: Fuel System
The fuel system is controlled by a Powertrain Control
Module (PCM) located in the passenger compartment. The
basic function of the fuel system is to control fuel delivery to
the engine under all operating conditions. Fuel is delivered to
the injector nozzles by a fuel injection pump.
This section describes in detail the fuel system.
This section contains:
• Description and Details of Operation.
• Diagnosis and Repair of the Fuel System.
• Fuel Pressure Test Procedure.
• On-Vehicle Service.
• Part Names and Group Numbers.
Section 7: Glow Plug System
The glow plug system is used to assist in providing the heat
required to begin combustion during engine starting at cold
ambient temperatures. This system is used on all diesel engines
and is controlled by the control module.
This section contains:
• Description and Details of Operation.
• Diagnosis Including System Check Chart.
• On-Vehicle Service.
• Part Names and Group Numbers.
9S 6694-6E
Section 9: Exhaust Gas Recirculation
(EGR) System
The EGR system uses a valve to feed a small amount of
exhaust gas back into the intake manifold to control formation
of NOx. This system is used only on engines that require the
system to meet emission standards, and is controlled by the
control module.
This section contains:
• Description and Details of Operation.
• Diagnosis Including System Check Chart.
• On-Vehicle Service.
• Part Names and Group Numbers.
Section 10: Transmission Controls
The electronic 4L60E/4L80E transmission is controlled by
the Powertrain Control Module (PCM), which controls all
transmission and torque convertor operations. Refer to
SECTION 7A in the appropriate service manual.
This section contains:
• Description and Details of Operation.
• Diagnosis Including Functional Check.
• On-Vehicle Service.
• Part Names and Group Numbers.
Section 11: Crankcase Ventilation System
The crankcase ventilation system used on diesel engines is
designed to reduce the crankcase pressure at idle. The lower
pressure reduces engine oil leaks.
This section contains:
• Description and Details of Operation.
• Diagnosis Including Functional Check.
• On-Vehicle Service.
• Part Names and Group Numbers.
Section 12: Air Intake System
The air intake system directs air through the air cleaner to
the intake manifold. This system is not controlled by the control
module.
This section contains:
• Description and Details of operation including the Air
Cleaner.
• Diagnosis including functional check.
• On-Vehicle Service.
• Part Names and Group Numbers.
Section 13: Special Tools
This section lists and briefly describes the use of the
special tools required for diagnosis and repair of the diesel fuel
and emission systems.
Section 14: Abbreviations and Glossary of
Terms
This section list the abbreviations and acronyms used in
this manual along with an explanation of each.
COMPONENT LOCATIONS
There are many components used to control fuel and
emissions. Each system is described in a section which includes
general description of the system, diagnosis and On-Vehicle
Service. Component locations for all series vehicles and all
engines are illustrated in the following figures. The
“Component Location” views show all emission systems that
may be used for the particular vehicle/engine combination. Not
every vehicle requires all the systems or components shown,
but only the ones needed to meet emission standards for the
area of certification.
'C /K ' SERIES RPO:L49,L56,L65 VIN CODE: P,S, F 6.5L V8 DIESEL

n CONTROL MODULE
SYSTEM
o SENSORS
PCM INFORMATION
A EGR control pressure/BARO
C1 Powertrain Control Module (PCM)
Data Link Connector (DLC) B Coolant Temp Sensor (ECT)
C2
Malfunction Indicator Lamp (MIL) C Intake Air Temp (IAT)
C3
(Service Engine Soon) D Boost sensor
C5 PCM harness ground E Fuel solenoid driver
F Fuel solenoid
C6 Fuse block
G High Resolution Sensor
H Injection timing stepper motor
I Engine shut off solenoid

□ PCM J Accelerator Pedal Position (APP)

CONTROLLED sensor
COMPONENTS K Cruise control
1 Boost solenoid L Output and vehicle speed sensors
2 EGR solenoid M Crankshaft position sensor
3 EGR vent solenoid j— j
4 Transmission L. J1 EMISSION COMPONENTS
1
connector (NOT PCM CONTROLLED)
5 Glow plug relay N1 Crankcase Depression Regulator (CDR)

3-4-93
NS14541

Figure 1-2 - Component Locations - 6.5L Diesel

BLANK
 SECTION 2
DRIVEABILITY SYMPTOMS
CONTENTS

Important Preliminary Checks............................................................................................................. ..Page 2-2

Intermittents (1 of 2 ) ........................................................................................................................... ..Page 2-3
Hard Start (1 of 2) ............................................................................................................................. ..Page 2-5
Surges and/or Chuggles .................................................................................................................... ..Page 2-7
Lack of Power, Sluggish, or Spongy (1 of 2 ) ........................................................................................Page 2-8
Fuel Knock/Combustion N o is e ........................................................................................................... ..Page 2-10
Poor Fuel Economy ........................................................................................................................... ..Page 2-11
Excessive Smoke (1 of 2 ) ......................................... ....................................................................... ..Page 2-12
IMPORTANT PRELIMINARY CHECKS

BEFORE USING THIS SECTION

Before using this section you should have performed the “On-Board Diagnostic System Check” and determined that:
1. The control module and M IL (Service Engine Soon) are operating correctly.
2. There are no diagnostic trouble codes stored, or there is a diagnostic code but no M IL (Service Engine Soon).
• Several of the following symptom procedures call for a careful visual/physical check.
The importance of visual/phvsical checks cannot be over stressed, because they can lead to correcting a problem
without further checks and can save valuable time.

BEFORE STARTING
This check should include:
• Control module grounds for being clean, tight, and in their proper location. Refer to SECTION 1.
• Fuel lines, pipes and hoses for leaks or restrictions.
• Vacuum hoses for splits, kinks and proper connections, as shown on “Vehicle Emission Control Information”
label. Check thoroughly for any type of leak or restriction.
• Wiring for proper connections, pinches, and cuts. Refer to SECTION 3.
• The following symptom charts contain groups of possible causes for each symptom and cover several engines.
These procedures are not necessarily meant to be done in consecutive order. If Tech 1 scan tool
readings do not indicate the problems, then proceed in a logical order, easiest to check or most likely cause first.
To determine if a particular system or component is used on a specific vehicle, refer to the “Control Module
Wiring Diagrams” for application.

SYMPTOM
Verify the customer complaint, and locate the correct symptom in the table of contents. Check the items indicated
under that symptom.
 INTERMITTENTS

(Page 1 of 2)
Definition: Problem may or may not turn “ON” the
Malfunction Indicator Lamp (MIL) or store a
Diagnostic Trouble Code (DTC).

PRELIMINARY CHECKS
Refer to “Important Preliminary Checks.”
DO NOT use the Diagnostic Trouble Code (DTC) charts in SECTION 3 for intermittent problems. The fault must
be present to locate the problem. If a fault is intermittent, use of diagnostic trouble code charts may result in
replacement of good parts.

FAULTY ELECTRICAL CONNECTIONS OR WIRING

Most intermittent problems are caused by faulty electrical connections or wiring. Perform careful check of suspect
circuits for:
Poor mating of the connector halves, or terminals, not fully seated in the connector body (backed out).
Improperly formed or damaged terminals. All connector terminals in problem circuit should be carefully
reformed or replaced to insure proper contact tension.
Poor terminal to wire connection. This requires removing the terminal from the connector body to check. Refer
to “On-Vehicle Service” in SECTION 3.

ROAD TEST
If a visual/physical check does not locate the cause of the problem, the vehicle can be driven with a voltmeter
connected to a suspected circuit or a Tech 1 scan tool may be used. An abnormal voltage or scan reading, when the
problem occurs, indicates the problem may be in that circuit. If the wiring and connectors check OK, and a
diagnostic trouble code was stored for a circuit having a sensor, replace the sensor.
 INTERMITTENTS

(Page 2 of 2)
Definition: Problem may or may not turn “ON” the Malfunction Indicator
Lamp (MIL), or store a Diagnostic Trouble Code (DTC).

INTERMITTENT “MALFUNCTION INDICATOR LAMP (MIL)”

• An intermittent MIL and No Diagnostic Trouble Codes (DTCs), may be caused by:
Electrical system interference caused by a defective relay, control module driven solenoid, or switch. They can
cause a sharp electrical surge. Normally, the problem will occur when the faulty component is operated.
Improper installation of electrical devices, such as lights, 2-way radios, electric motors, etc.
Ignition secondary shorted to ground.
CKT 419 Malfunction Indicator Lamp (MIL) or CKT 451 (diagnostic “test” terminal) intermittently shorted to ground.
Control module grounds. Refer to “Component Locations,” in SECTION 1.

LOSS OF DIAGNOSTIC TROUBLE CODE MEMORY

• To check, disconnect Engine Coolant Temperature (ECT) sensor and idle engine until the “Malfunction Indicator
Lamp” comes “ON.” DTC 15 should be stored, and kept in memory when the ignition is turned “OFF” for at least
10 seconds. If not, the control module is faulty.
 HARD START

(Page 1 of 2)
Definition: Engine cranks OK, but does not start for a long
time. Does eventually run, or may start but
immediately dies.

PRELIMINARY CHECKS
• Refer to “Important Preliminary Checks.”
• Make sure the driver is using the correct starting procedure.
• Check fuel quality. Refer to “Fuel Specific Gravity Check” in SECTION 4.
• Check engine oil level and quality.
• Remove air cleaner filter and check for being plugged, replace as necessary.

SENSORS
• CHECK: Engine Coolant Temperature (ECT) sensor -Using a scan tool, compare engine coolant temperature with
ambient temperature on a cold engine.
If coolant temperature reading is 5 degrees greater than or less than ambient air temperature on a cold
engine, check for high resistance in coolant sensor circuit or sensor itself. Refer to “DTC 15” in
SECTION 3 and compare resistance values.

FUEL SYSTEM
• CHECK: Supply to injection pump. Refer to SECTION 4.
• CHECK: For air in fuel system. Refer to SECTION 4.
• CHECK: Fuel return from injection pump. Refer to SECTION 4.
• CHECK: Engine shut-off solenoid operation. Refer to SECTION 3.
• CHECK: Fuel injection nozzles. Refer to SECTION 4.
• CHECK: Fuel tank cap vent.
• CHECK: Internal injection pump problem.
 HARD START

(Page 2 of 2)
Definition: Engine cranks OK, but does not start for a long time.
Does eventually operate, or may start but
immediately stalls.

ELECTRICAL SYSTEMS
CHECK: Glow plug operation. Refer to SECTION 7.
CHECK: Slow cranking speed. Refer to SECTION 6A in appropriate service manual.

AIR INTAKE SYSTEMS

CHECK: Air cleaner and air intake ducts for restriction.
CHECK: Restriction in turbo charger inlet duct.
CHECK: Restriction in intake manifold.

EXHAUST SYSTEM
CHECK: Exhaust system for possible restriction. Refer to SECTION 3.

ADDITIONAL CHECKS
CHECK: No crank signal. Refer to SECTION 3.
CHECK: Service Bulletins for PROM updates.
 SURGES AND/OR CHUGGLES
Definition: Engine power variation, under steady throttle or
cruise. Feels like the vehicle speeds up and slows
down, with no change in the accelerator pedal.

PRELIMINARY CHECKS
Refer to “Important Preliminary Checks.”
Be sure driver understands Torque Converter Clutch (TCC) and A/C compressor operation in owners manual.
Use a scan tool to make sure reading of VSS matches vehicle speedometer except vehicles with electronic
transmissions where some variation between VSS and speedometer is normal. Refer to “DTC 24 Diagnostic Aids”
in SECTION 3.

FUEL SYSTEM
CHECK: Fuel pressure while condition exists. Refer to SECTION 4.

ADDITIONAL CHECKS
CHECK: Control module grounds for being clean, tight, and in their proper locations.
CHECK: Generator output voltage. Repair if less than 9 or more than 16 volts.
CHECK: Vacuum lines for kinks or leaks.
CHECK: For intermittent EGR. Refer to SECTION 9.
CHECK: TCC operation. Refer to SECTION 10 or SECTION 7 of the appropriate vehicle service manual.
 LACK OF POWER, SLUGGISH, OR SPONGY

(Page 1 of 2)
Definition: Engine delivers less than expected power. Little or no increase
in speed, when accelerator pedal is partially applied.

PRELIMINARY CHECKS
• Refer to “Important Preliminary Checks.”
• Compare customers vehicle with a similar unit. Make sure the customer has an actual problem.
• Remove air filter and check for dirt, or for air ducts being plugged clean or, replace as necessary.
• Transmission shift pattern and down shift operation. Refer to “Functional Test Procedure,” SECTION 7 of
appropriate service manual.
• Check fuel quality refer to fuel specific gravity check in SECTION 4.
• Check engine oil level and quality.

FUEL SYSTEM
• CHECK: Fuel supply to injection pump and fuel return from injection pump. Refer to SECTION 4.
• CHECK: For faulty fuel injection nozzles. Refer to SECTION 4.
• CHECK: Injection pump timing. Refer to SECTION 4.

EXHAUST SYSTEM
• CHECK: For restricted exhaust system. Refer to SECTION 3.

TURBO CHARGER
• CHECK: For air leakage or restriction in air inlet ducks or intake manifold.
• CHECK: For worn or damaged turbo charger turbine wheel, shaft or compressor wheel. Refer to SECTION 6J of
appropriate service manual.
 LACK OF POWER, SLUGGISH, OR SPONGY

(Page 2 of 2)
Definition : Engine delivers less than expected power. Little or no increase
in speed, when accelerator pedal is pushed down part way.

ADDITIONAL CHECKS
• CHECK: Control module grounds for being clean, tight, and in their proper location. Refer to “Component
Locations” in SECTION 1.
• CHECK: EGR operation for being open or partly open all the time. Refer to SECTION 9.
• CHECK: Torque Converter Clutch (TCC) operation. Refer to SECTION 10 or SECTION 7 of the appropriate
vehicle service manual.
• CHECK: A/C operation. Refer to SECTION 3.
• CHECK: Generator output voltage. Repair if less than 9 or more than 16 volts.

ENGINE MECHANICAL
• CHECK: Engine compression, valve timing, and for proper or worn camshaft. Refer to SECTION 6A of the
appropriate service manual.
 FUEL KNOCK/COMBUSTION NOISE
Definition: A mild to severe ping, usually worse under acceleration.
The engine makes sharp metallic knocks that change with
throttle opening.

PRELIMINARY CHECKS
• Refer to “Important Preliminary Checks.”
• Make sure the customer has an actual problem.
• Check fuel quality. Refer to “Specific Gravity Check” in SECTION 4.

FUEL SYSTEM
CHECK: For air leaks in fuel supply to injection pump. Refer to “Fuel System Diagnosis” in SECTION 4.
CHECK: Injection pump static timing. Refer to SECTION 4.
CHECK: Injection nozzles. Refer to SECTION 4.

SENSOR
CHECK: Engine Coolant Temperature (ECT) sensor -Using a scan tool, compare engine coolant temperature with
ambient temperature on a cold engine.
If coolant temperature reading is 5 degrees greater than or less than ambient air temperature on a cold
engine, check for high resistance in coolant sensor circuit or sensor itself. Refer to “DTC 15” in
SECTION 3 and compare resistance values.

ENGINE MECHANICAL
• CHECK: For incorrect basic engine parts such as cam, heads, pistons, etc.
• CHECK: For excessive oil entering combustion chamber.

ADDITIONAL CHECKS
• CHECK: Service Bulletins for PROM updates.
 POOR FUEL ECONOMY
Definition: Fuel economy, as measured by an actual road test, is
noticeably lower than expected. Also, economy is
noticeably lower than it was on this vehicle at one time,
as previously shown by an actual road test.

PRELIMINARY CHECKS
• Refer to “Important Preliminary Checks.”
• Check air cleaner element (filter) for dirt or being plugged.
• Visually (physically) check: Vacuum hoses for splits, kinks, and proper connections.
• Perform “On-Board Diagnostic System Check.”
• Check owners driving habits.
Is A/C “ON” full time (Defroster mode “ON”)?
Are tires at correct pressure?
Are excessively heavy loads being carried?
Is acceleration too much, too often?
• Suggest owner fill fuel tank and recheck fuel economy.
• Suggest driver read “Important Facts on Fuel Economy” in Owners Manual.

FUEL SYSTEM
• CHECK: Fuel type, quality. Refer to “Diagnosis” in SECTION 4.
• CHECK: Fuel pressure. Refer to “CHART A-5” in SECTION 3.

COOLING SYSTEM
• CHECK: Engine coolant level.
• CHECK: Engine thermostat for faulty part (always open) or for wrong heat range. Refer to SECTION 6B1 of
appropriate service manual.

ADDITIONAL CHECKS
• CHECK: Transmission shift pattern.
• CHECK: TCC operation -Refer to SECTION 10 or SECTION 7 of appropriate vehicle service manual. A scan tool
should indicate an RPM drop when the TCC is commanded “ON.”
• CHECK: For proper calibration of speedometer.
• CHECK: For dragging brakes. Refer to SECTION 5 of the appropriate service manual.
 EXCESSIVE SMOKE

(Page 1 of 2)
Definition: White, black, gray or blue smoke under load or
at idle hot or cold engine.

PRELIMINARY CHECKS
• Refer to “Important Preliminary Checks.”
• Make sure the customer has an actual problem.
• Check fuel quality. Refer to “Specific Gravity Check” in SECTION 4.

FUEL SYSTEM
• CHECK: For air leaks in fuel supply to injection pump. Refer to “Fuel System Diagnosis” in SECTION 4.
• CHECK: Injection pump timing. Refer to SECTION 4.
• CHECK: Injection nozzles. Refer to SECTION 4.

SENSOR
• CHECK: Engine Coolant Temperature (ECT) sensor -Using a scan tool, compare engine coolant temperature with
ambient temperature on a cold engine.
If coolant temperature reading is 5 degrees greater than or less than ambient air temperature on a cold
engine, check for high resistance in coolant sensor circuit or sensor itself. Refer to “DTC 15” in
SECTION 3 and compare resistance values.
• CHECK: Glow plug system operation. Refer to SECTION 7.
• CHECK: Exhaust Gas Recirculation (EGR) system operation. Refer to SECTION 9.
 EXCESSIVE SMOKE

(Page 2 of 2)
Definition: White, black, gray or blue smoke under load or
at idle hot or cold engine.

AIR INTAKE SYSTEM

CHECK: Air cleaner and air intake ducts for restriction.
CHECK: Restriction in turbo charger inlet duct.
CHECK: Restriction in intake manifold.

ENGINE MECHANICAL
• CHECK: For incorrect basic engine parts such as cam, heads, pistons, ect.
• CHECK: For excessive oil entering combustion chamber.

ADDITIONAL CHECKS
• CHECK: Service Bulletins for PROM updates.
BLANK
 SECTION 3
CONTROL MODULE SYSTEM
CONTENTS
General Description....................................... ..3-3
Powertrain Control Module (PC M ).............3-3
PCM Learning Ability ........................... ..3-3
Electrostatic Discharge Damage ......... ..3-4
PCM Function ......................................... ..3-4
Memory ........................................................3-4
RO M ..........................................................3-4
R A M ..........................................................3-4
PROM .................................................... ..3-5
PCM Sensors and Input Signals............ ..3-5
Engine Coolant Temperature (ECT)
Sensor .................................................3-5
Accelerator Pedal Position (APP)
Module .................................................3-5
Optical Sensor..........................................3-5
High Resolution Signal ......................3-5
Pump Cam Signal...............................3-5
Fuel Temperature Sensor ......................3-6
Crankshaft Position Sensor.................. ..3-6
Intake Air Temperature (IAT) Sensor .. 3-6
EGR Control Pressure/BARO Sensor . 3-6
Boost Sensor......................................... ..3-7
Vehicle Speed Sensor (V S S ).............. ..3-7
Vehicle Speed Signal (VSS) Buffer
Module .................................................3-7
Fuel Inject Signal.................................. .3-7
Brake Switch Signals ........................... .3-7
Glow Plug S ignal.................................. .3-7
Cruise Control Signal ........................... .3-7
A/C Signal ............................................. .3-7
Automatic Transmission Sensors
and Signals.........................................3-7
Diagnosis .........................................................3-8
Diagnostic Information ................................3-8
Malfunction Indicator Lamp (MIL)
“Service Engine Soon” .......................3-8
“Service Throttle Soon” Lamp ............ .3-8
On-Board Diagnostic (OBD) System
Check...................................................... .3-8
On-Board Diagnostic (OBD) System Check
(With Tech 1 Scan Tool).......................3-10
Typical Tech 1 Engine Data V alues....... .3-12
Engine Tech 1 Data Definitions.............. .3-13
Tech 1 Scan Tool.......................................3-15
PCM Information M odes........................... .3-15
Normal (Open) Mode ........................... .3-15
Diagnostic M ode.................................... .3-15
Reading Diagnostic Trouble Codes__ _3-15
DTC 12 ............................................. .3-15
Clearing Diagnostic Trouble Codes__ _3-16
Intermittents ........................................... 3-16
Scan Tool Use with Intermittents . .. 3-16
T100 - GM C A M S .................................... 3-16
PCM Diagnosis ......................................... 3-16
P R O M ...................... ............................. 3-17
Fuel Control ........................................ . 3-17
PCM Sensors and Input Signals............. 3-17
Engine Coolant Temperature (ECT)
Sensor .................................... .......... 3-17
Accelerator Pedal Position (APP)
Module ............................................... 3-17
Pump Cam S ignal................................ 3-17
Fuel Temperature Sensor .................... 3-17
Crankshaft Position Sensor.................. 3-17
Intake Air Temperature (IAT) Sensor .. 3-18
EGR Control Pressure/BARO Sensor . 3-18
Boost Sensor......................................... 3-18
Vehicle Speed Sensor (V S S ).............. 3-18
Fuel Inject Signal.................................. 3-18
Brake Switches...................................... 3-18
Glow Plug Signal.................................. 3-18
Cruise Control........................................ 3-18
A/C Signal ............................................. 3-18
Automatic Transmission Sensors
and Signals........................................ 3-18
CHART A-1
No MIL (Service Engine S oon)........... 3-20
CHART A-2
No Scan Data or Will Not Flash MIL
or MIL (Service Engine Soon)
“ON” Steady ...................................... 3-22
CHART A-3
Engine Cranks But Will Not R u n ....... 3-24
CHART A-5
Fuel Pump Relay Circuit Diagnosis . . . 3-26
EGR Control Pressure/BARO Sensor
Output Check ........................................ 3-28
Cruise Control Signal Diagnosis............... 3-30
A/C Signal Diagnosis................................. 3-31
Restricted Exhaust System Check........... 3-32
Diagnostic Trouble Code (DTC)
Identification........................................... 3-33
DTC 13 - Engine Shutoff Solenoid Circuit
Fault....................................................... 3-36
DTC 14 - Engine Coolant Temperature (ECT)
Sensor Circuit Low (High Temperature
Indicated)........................................... 3-38
DTC 15 - Engine Coolant Temperature (ECT)
Sensor Circuit High (Low Temperature
Indicated)........................................... 3-40
DTC 16 - Vehicle Speed Signal
Buffer Fault ........................................... 3-42
DTC 17 - High Resolution Circuit Fault . 3-44
DTC 18 - Pump Cam Reference Pulse
E rror........................................................
DTC 19 - Crankshaft Position Reference
E rror........................................................
DTC 21 - Accelerator Pedal
Position (APP) 1 Circuit High .............
DTC 22 - Accelerator Pedal
Position (APP) 1 Circuit L o w ..............
DTC 23 - Accelerator Pedal
Position (APP) 1 Circuit Range Fault..
DTC 25 - Accelerator Pedal
Position (APP) 2 Circuit High .............
DTC 26 - Accelerator Pedal
Position (APP) 2 Circuit L o w ..............
DTC 27 - Accelerator Pedal
Position (APP) 2 Circuit Range Fault..
DTC 29 - Glow Plug Relay Circuit Fault .
DTC 31 - EGR Control Pressure/BARO
Sensor Circuit Low (High Vacuum) ...
DTC 32 - EGR Circuit Error....................
DTC 33 - EGR Control Pressure/BARO
Sensor Circuit High (Low Vacuum) ...
DTC 34 - Injection Timing Stepper (ITS)
Motor Circuit Fault.................................
DTC 35 - Injection Pulse Width Error
(Response Time Short) .......................
DTC 36 - Injection Pulse Width Error
(Response Time Long).........................
DTC 41 - Brake Switch Circuit Fault ...
DTC 42 - Fuel Temperature Circuit Low
(High Temperature Indicated) ..............
DTC 43 - Fuel Temperature Circuit High
(Low Temperature Indicated)................
DTC 44 - EGR Pulse Width E rro r.........
DTC 45 - EGR Vent Error ......................
DTC 46 - MIL “Service Engine Soon”
Circuit F a u lt...........................................
DTC 47 - Intake Air Temperature (IAT)
Circuit Low (High Temperature
Indicated) ...............................................
DTC 48 - Intake Air Temperature (IAT)
Circuit High (Low Temperature
Indicated)...........................................
DTC 49 - “Service Throttle Soon”
Lamp Circuit F a u lt................................
DTC 51 - PROM Error (Faulty or
Incorrect PROM)....................................
DTC 54 - PCM Fuel Circuit Error .........
DTC 56 - Injection Pump Calibration
Resistor Error ........................................
DTC 57 - PCM 5 Volt Shorted..............
DTC 61 - Turbo Boost Sensor
Circuit High ...........................................
DTC 62 - Turbo Boost Sensor
3-46 Circuit L o w ............................................. 3-102
DTC 63 - Accelerator Pedal
3-48 Position (APP) 3 Circuit High ............. 3-104
DTC 64 - Accelerator Pedal
3-50 Position (APP) 3 Circuit L o w .............. 3-106
DTC 65 - Accelerator Pedal
3-52 Position (APP) 3 Circuit Range Fault . 3-108
DTC 71 - Set/Coast Switch F au lt........... 3-110
3-54 DTC 76 - Resume/Accel Switch Fault . .. 3-112
DTC 78 - Wastegate Solenoid Fault ---- 3-114
3-56 DTC 84 - Accelerator Pedal Position (APP)
Circuit F a u lt........................................... 3-116
3-58 DTC 88 - TDC Offset E rro r.................... 3-118
DTC 91 - Cylinder Balance F a u lt........... 3-119
3-60 DTC 92 - Cylinder Balance F a u lt........... 3-119
3-62 DTC 93 - Cylinder Balance F a u lt........... 3-119
DTC 94 - Cylinder Balance F a u lt........... 3-120
3-64 DTC 95 - Cylinder Balance F a u lt........... 3-120
3-66 DTC 96 - Cylinder Balance F a u lt........... 3-120
DTC 97 - Cylinder Balance F a u lt........... 3-121
3-68 DTC 98 - Cylinder Balance F a u lt........... 3-121
DTC 99 - Accelerator Pedal
3-70 Position (APP) 2
5 Volt Reference Fault........................... 3-122
3-72 PCM Wiring Diagram (1 of 7) ................ 3-124
PCM Connector Terminal End View
3-74 (1 of 6 ) .................................................. 3-131
3-76 On-Vehicle Service ........................................ 3-137
Wire Harness............................................. 3-137
3-78 Connectors and Terminals ....................... 3-137
Micro-Pack ............................................. 3-138
3-80 Metri-Pack............................................... 3-138
3-82 Weather-Pack......................................... 3-138
3-84 Compact T hree...................................... 3-139
Powertrain Control Module (PC M )........... 3-139
3-86 PCM or PROM Replacement ................ 3-140
If PCM Is Being Replaced ...................... 3-140
Functional Check .................................. 3-140
3-88 TDC Offset Program Procedure.............. 3-140
PCM Sensors and Input Switches........... 3-141
Engine Coolant Temperature (ECT)
3-90 Sensor ............................................... 3-141
Accelerator Pedal Position (APP)
3-92 Module ............................................... 3-141
Optical/Fuel Temperature Sensor......... 3-141
3-94 Crankshaft Position Sensor.................. 3-141
3-95 Intake Air Temperature (IAT) Sensor .. 3-142
EGR Control Pressure/BARO Sensor . 3-142
3-96 Boost Sensor......................................... 3-142
3-98 Wastegate Solenoid............................... 3-143
Vehicle Speed Sensor (V S S ).............. 3-143
3-100 VSS Buffer Module ............................... 3-143
Brake Switches...................................... 3-143
Cruise Control Switches....................... 3-143
Parts Information ........................................... 3-143
 GENERAL DESCRIPTION
The control module system has a computer, Powertrain
Control Module (PCM) to control fuel delivery, timing, and
some emission control systems.
The control module system, monitors a number of engine
and vehicle functions (Figure 3-1) and controls the following
operations:
• Fuel control.
• Fuel injection timing.
• Exhaust gas recirculation.
• Transmission shift and shift quality functions.
Specific transmission control diagnostics are covered
in SECTION 10 of this service manual.
POWERTRAIN CONTROL MODULE (PCM)
Figure 3-2
The diesel Powertrain Control Module (PCM) is located in
the passenger compartment and is the control center of the
control module system. The PCM used on the electronic fuel
injected 6.5L diesel is referred to as PCME.
The PCM constantly looks at the information from various
sensors, and controls the systems that affect vehicle
performance. The PCM performs the diagnostic function of the
system. It can recognize operational problems, alert the driver
through the MIL (Service Engine Soon), and store one or more
DTCs which identify the problem areas to aid the technician in
making repairs. See diagnosis section for more information.
The PCM is designed to process the various input
information (Figure 3-1) and then sends the necessary electrical
responses to control fuel delivery, timing and other emission
control systems. The input information has an interrelation to
more than one output, therefore, if the one input failed it could
effect more than one systems operation.
PCM Learning Ability
The PCM has a “learning” ability which allows it to make
corrections for minor variations in the fuel system to improve
driveability. If the battery is disconnected to clear DTCs, or for
repair, the “learning” process has to begin all over again.
A change may be noted in the vehicle’s performance. To
“teach” the vehicle, make sure the engine is at operating
temperature, and drive at part throttle, with moderate acceleration
and idle conditions, until normal performance returns.

| * OPERATING CONDITIONS SENSEd | I * SYSTEMS CONTROLLED |

• A/C Status • Exhaust Gas Recirculation (EGR) Operation

• Vehicle Speed (VSS) • Injection Timing
• Engine Coolant Temperature (ECT) • Fuel Control
• Crankshaft Position - Idle Speed and Quality
• Engine Speed (RPM) • Diagnostics
• Injection Pump Timing - Malfunction Indicator Lamp (MIL)
- High Resolution Signal POWERTRAIN ’’Service Engine Soon”
- Pump Cam Reference Signal CONTROL - ’’Service Throttle Soon” Lamp
—"► - Data Output
• Boost Pressure MODULE
• System Voltage (PCM) • Turbo Boost

• Accelerator Pedal Position (APP) • Transmission Functions

- Electronic Automatic Transmission
• EGR Control Pressure
• Glow Plug System
• Barometric Pressure (BARO)
• Cruise Control
• Intake Air Temperature (IAT)
• Brake Switch
• Transmission Functions
• Fuel Temperature
• Cruise Control Request

*AII systems not used on all engines.

Figure 3-1 - Control Module System

 NOTICE: The PCM must be maintained at a
temperature below 85°C (185°F) at all times. This is most
essential if the vehicle is put through a paint baking process.
The PCM will become inoperative if its temperature exceeds
85°C (185°F). Therefore, it is recommended that temporary
insulation be placed around the PCM during the time the
vehicle is in a paint oven or other high temperature processes.

Electrostatic Discharge Damage

Electronic components used in control systems are often

designed to carry very low voltage, and are very susceptible to
damage caused by electrostatic discharge. It is possible for less
than 100 volts of static electricity to cause damage to some
electronic components. By comparison, it takes as much as
4.000 volts for a person to even feel the zap of a static
discharge.
There are several ways for a person to become statically
charged. The most common methods of charging are by friction
The input/output devices in the PCM include analog to
and by induction. An example of charging by friction is a
digital converters, signal buffers, counters, and special drivers.
person sliding across a car seat, in which a charge of as much as
The PCM controls output circuits such as the inject solenoids,
25.000 volts can build up. Charging by induction occurs when a
etc. by controlling the ground circuit through transistors or a
person with well insulated shoes stands near a highly charged
device called a driver in the PCM.
object and momentarily touches ground. Charges of the same
polarity are drained off, leaving the person highly charged with
the opposite polarity. Static charges of either type can cause
MEMORY
damage, therefore, it is important to use care when handling
There are three types of memory storage within the PCM:
and testing electronic components.
ROM, RAM and PROM.

NOTICE: To prevent possible Electrostatic Discharge

damage:
• Do Not touch the PCM connector pins or soldered
components on the PCM circuit board.
• When handling a PROM, Do Not touch the
component leads, and Do Not remove integrated circuit
from carrier.
• Be sure to follow the guidelines listed below if
servicing any of these electronic components.
1. Do not open the replacement part package until it is
time to install the part.
2. Avoid touching electrical terminals of the part.
3. Before removing the part from its package, ground the
package to a known good ground on the vehicle.
4. Always touch a known good ground before handling
the part. This step should be repeated before installing
the part if the part has been handled while sliding
across the seat, while sitting down from a standing
position, or while walking a distance.
PCM FUNCTION
The PCM supplies a buffered 5 or 12 volts to power
various sensors or switches. This is done through resistances in
the PCM which are so high in value that a test light will not
light when connected to the circuit. In some cases, even an
ordinary shop voltmeter will not give an accurate reading
because its resistance is too low. Therefore, the use of a
10 megohm input impedance digital voltmeter is necessary to
assure accurate voltage readings.
ROM
Read Only Memory (ROM) is a permanent memory that is
physically soldered to the circuit boards within the PCM. The
ROM contains the overall control algorithms. Once the ROM is
programmed, it cannot be changed. The ROM memory is
non-volatile, and does not need power to be retained.
RAM
Random Access Memory (RAM) is the microprocessor
“scratch pad.” The processor can write into, or read from this
memory as needed. This memory is volatile and needs a
constant supply of voltage to be retained. If the voltage is lost,
the memory is lost.
PROM
Figure 3-4
Programmable Read Only Memory (PROM) is the portion
of the PCM that contains the different engine calibration
information that is specific to year, model and emissions.
The PROM also contains specific calibration information
used to allow fuel delivery if other parts of the PCM are
damaged. The PROM is a non-volatile memory that is read
only by the PCM.
While one PCM part number can be used by many vehicle
lines, a PROM is very specific and must be used for the right
vehicle. For this reason, it is very important to check the latest
parts book and service bulletin information for the correct part
number when replacing a PROM.
A PCM used for service comes without a PROM. The PROM
should be retained with the vehicle following PCM replacement.
The PROM from an old PCM must be carefully removed and
installed in the new PCM refer to “On-Vehicle Service.”
PCM SENSORS AND INPUT SIGNALS
In addition to the PCM, the control module system has
some or all of the following information sensors:
• Engine Coolant Temperature (ECT) sensor.
• Accelerator Pedal Position (APP) module.
• Optical sensor.
• Fuel temperature sensor.
• Crankshaft position sensor.
• Intake Air Temperature (IAT) sensor.
• EGR control pressure sensor.
• Barometric Pressure (BARO) sensor.
• Boost sensor.
• Vehicle Speed Sensor (VSS).
And some or all of the following input signals:
• Fuel inject signal.
• Brake switch signals.
• Glow plug signal.
• Cruise control signals.
• A/C signal.
• Automatic transmission sensors and signals.
Accelerator Pedal Position (APP) Module
Figure 3-4
The APP module contains three potentiometers (a device
for measuring an unknown voltage or potential difference by
comparison to a standard voltage). Each of the APP sensors
send a varying voltage to the PCM. By monitoring the output
voltage from the Accelerator Pedal Position (APP) module, the
PCM can determine fuel delivery based on the accelerator
pedal position (driver demand).
Optical Sensor
The optical sensor sends what is called a High Resolution
Signal and a Pump Cam signal to the PCM.
High Resolution Signal
The PCM uses this signal to determine injection timing and for
fuel control and is one of the most important inputs to the PCM.
Pump Cam Signal
The Pump Cam signal reference pulses are used by the
PCM to calculate injection timing and is one of the most
important inputs to the PCM.

Engine Coolant Temperature (ECT) Sensor

Figure 3-3
The Engine Coolant Temperature (ECT) sensor is a thermistor
(a resistor which changes value based on temperature) mounted in
the engine coolant stream. Low coolant temperature produces a
high resistance (100,000 ohms at -40°C/-40°F) while high
temperature causes low resistance (70 ohms at 130°C/266°F).
The PCM supplies a 5 volt signal to the Engine Coolant
Temperature (ECT) sensor through a resistor in the PCM and
measures the voltage. The voltage will be high when the engine
is cold, and low when the engineis hot. By measuring the
voltage, the PCM knows the engine coolant temperature.
Engine coolant temperature affects fuel control and the glow
plug system.

1 HARNESS CONNECTOR
2 LOCKING TAB
3 SENSOR 5S1640-6E
Figure 3-3 - Engine Coolant Temperature (ECT)
Sensor
Fuel Temperature Sensor
Figure 3-5
The fuel temperature sensor is part of the optical/fuel
temperature sensor. The PCM uses the fuel temperature signal
for fuel control.
Crankshaft Position Sensor
The crankshaft position sensor provides a signal which the
PCM uses as reference to calculate RPM and crankshaft position.
Intake Air Temperature (IAT) Sensor
Figure 3-6
The Intake Air Temperature (I AT) sensor is a thermistor (a
resistor which changes value based on temperature) mounted in
the intake manifold.
Low temperature produces a high resistance
(100,000 ohms at -40°(7-40°F) while high temperature causes
low resistance (70 ohms at 130°(7266°E).
The control module supplies a 5 volt signal to the sensor
through a resistor in the control module and measures the
voltage. The voltage will be high when the intake air is cold,
and low when the air is hot. By measuring the voltage, the
control module knows the intake air temperature.
The I AT signal is used by the control module to
control fuel.
Figure 3-5 - Optical/Fuel Temperature Sensor
Figure 3-6 - Intake Air Temperature (IAT) Sensor
EGR Control Pressure/BARO Sensor
Figure 3-7
On vehicles equipped with EGR, the EGR control
pressure/BARO sensor, mounted on the left side of the cowl, is
used to monitor the amount of vacuum in the EGR circuit. It
senses the actual vacuum in the EGR vacuum line and sends a
signal back to the PCM. The signal is compared to the desired
EGR calculated by the PCM. If there is a difference in the PCM
command and what is at the EGR valve sensed by the EGR
control pressure/BARO sensor on vehicles not equipt with
EGR this sensor is used only to measure BARO, the PCM
makes minor adjustments to correct.
When a major difference is sensed, die PCM recognizes a
fault and sends a maximum EGR signal. This sensor is also
used to measure barometric pressure (BARO) under certain
conditions, which allows the PCM to automatically adjust for
different altitudes.
1 SENSOR
2 ELECTRICAL CONNECTOR
6S 2648-6E
Figure 3-7 - EGR Control Pressure/BARO Sensor
Boost Sensor
Figure 3-8
The boost sensor measures the changes in the intake manifold
pressure. The boost sensor converts engine load and speed
changes, then converts the change in readings to voltage output.
The PCM sends a 5 volt reference signal to the boost
sensor. As the manifold pressure changes, the electrical
resistance of the boost sensor also changes. By monitoring the
sensor output voltage, the PCM detects the boost pressure. A
high pressure (high voltage) requires more fuel. A lower
pressure (low voltage) required less fuel.
The control module uses the boost pressure signal to
control fuel delivery.

Vehicle Speed Sensor (VSS)

The VSS is attached to the output shaft housing. This
device contains a permanent magnet surrounded by a coil of
wire producing a magnetic field which is interrupted by rotor
teeth pressed on an output shaft. As the rotor interrupts the
magnetic field an AC voltage is generated in the circuit.
Vehicle Speed Signal (VSS) Buffer Module
The VSS buffer module is an electronic device. The VSS
buffer module process inputs from the vehicle speed sensor and
outputs various signals. The VSS buffer module outputs a
4000 pulse per mile signal. This signal is used by the PCM to
determine vehicle speed. The PCM uses vehicle speed signal
input for cruise control and fuel cutoff. The VSS buffer module
is matched to the vehicle based on transmission, final drive
ratio and tire size. The VSS buffer module is located behind the
instrument panel.
Fuel Inject Signal
Figure 3-8 - Boost Sensor
Glow Plug Signal
The glow plug system is used to assist in providing the heat
required to begin combustion during engine starting at cold
ambient temperatures.
The glow plugs are heated before and during cranking, as
well as initial engine operation. The PCM monitors the glow
plug relay output.
Cruise Control Signal
The cruise control switches are part of the mulitfunction
turn signal lever. These switches enable the driver to control the
cruise on/off, set/coast and resume/accel signals. These signals
are inputs to the fuel control portion of the PCM and allow the
PCM to maintain a desired vehicle speed under normal driving
conditions.

The fuel injector driver receives an inject command signal

A/C Signal
from the PCM and provides a current regulated output to the
fuel solenoid that controls injection. It also returns an injection This signal indicated that the A/C compressor clutch is
pulse width signal back to the PCM to inform it when the fuel engaged. The PCM uses this signal to adjust the idle speed.
solenoid has actually seated.
Automatic Transmission Sensors and
Brake Switch Signals Signals

The TCC normally closed brake switch supplies a B+ Refer to SECTION 10 of this service manual for a
signal into the PCM. The signal voltage is opened when the description of automatic transmission sensors and signals.
brakes are applied.
The cruise control normally open brake switch supplies a
B+ signal to the PCM when the brake is applied. These signals
are used by the PCM to control transmission and cruise control
functions. The brake switches are part of the stoplamp switch.
 DIAGNOSIS
DIAGNOSTIC INFORMATION
The diagnostic “tree” charts and functional checks in this
manual are designed to locate a faulty circuit or component
through logic based on the process of elimination.
The charts are prepared with the requirements that the
vehicle functioned correctly at the time of assembly and that
there are no multiple failures.
The PCM performs a continual self-diagnosis on certain
control functions. This diagnostic capability is complemented
by the diagnostic procedures contained in this manual. The
PCM’s language for communicating the source of a
malfunction is a system of Diagnostic Trouble Codes (DTCs).
The DTCs are two digit numbers that can range from 12 to 99.
When a malfunction is detected by the PCM, a DTC is set and
the Malfunction Indicator Lamp (MIL) is illuminated.
Malfunction Indicator Lamp (MIL) “Service
Engine Soon”
This light is on the instrument panel and has the following
functions:
• It informs the driver that a problem has occurred and
that the vehicle should be taken in for service as soon
as reasonably possible.
• It displays DTCs stored by the PCM which help the
technician diagnose system problems.
As a bulb and system check, the light will come “ON”
with the key “ON” and the engine not running. When the
engine is started, the light will turn “OFF.” If the light remains
“ON”, the self-diagnostic system has detected a problem. If the
problem goes away, the light will go out in most cases after
10 seconds, but a DTC will remain stored in the PCM.
When the light remains “ON” while the engine is running,
or when a malfunction is suspected due to a driveability or
emissions problem, an “On-Board Diagnostic (OBD) System
Check” must be performed. This check will expose
malfunctions which may not be detected if other diagnostics are
performed prematurely.
“Service Throttle Soon” Lamp
This light is on the instrument panel and has the following
functions:
• It informs the driver that a problem has occurred in the
Accelerator Pedal Position (APP) circuit and the
vehicle should be taken in for service as soon a
reasonably possible.
• If APP DTCs are stored by the PCM, the MIL will
display these. The “Service Throttle Soon” Lamp will
not display DTCs.
As a bulb and system check, the light will come “ON”
with the key “ON” for 2 seconds. When the engine is started,
the light will turn “OFF.” If the light remains “ON,” the
self-diagnostic system has detected a problem. If the problem
goes away, the light will go out in most cases after 10 seconds,
but a DTC will remain stored in the PCM.
When the light remains “ON” while the engine is running,
or when a malfunction is suspected, an “On-Board Diagnostic
(OBD) System Check” must be performed. This check will
expose malfunctions which may not be detected if other
diagnostics are performed prematurely.
ON-BOARD DIAGNOSTIC (OBD) SYSTEM
CHECK
After the visual/physical underhood
inspection, the on-board diagnostic system
check, is the starting point for all diagnostic
procedures or finding the cause of an
emission test failure.
BLANK
 l/P HARNESS CONNECTOR (23 PIN) v PCM
DATA LINK 448 WHT/BLK 448 WHT/BLK PA12 DIAGNOSTIC
CONNECTOR REQUEST
(DLC) SYSTEM GROUND
451 BLK/WHT PCI

TO FUEL PUMP RELAY

O
F
G
E D
H J
C B /V
K L h
o TO VSS TO FUEL
PUMP
BUFFER
MODULE ENGINE 551 TAN/WHT - PD1 SYSTEM GROUND
GROUND ~=
800 TAN ------ 800 TAN PC14 SERIAL DATA
UNDERHOOD
TO SIR ELECTRICAL
CENTER
IGNITION
SWITCH ------------------------ 439 PNK/BLK IGNITION FEED
TO FUEL 20 AMP
PUMP RELAY MIL BULKHEAD
CONNECTOR
MIL “SERVICE
39 PNK/BLK - B6 419 BRN/WHT ENGINE SOON”
“SERVICE CONTROL
ENGINE l/P HARNESS
SOON” CONNECTOR
GAUGES (23 PIN)
TO 960 _T—
IGNITION 39 PNK/BLK ■ 960 YEL “SERVICE THROTTLE
WHT/BLK Y SOON” LAMP
SWITCH 10 AMP “SERVICE
THROTTLE SOON CONTROL
LAMP PCM CONN. ID
U------------ -----------------------
! PA/PB PINK 24 PIN
j PC/PD PINK 32 PIN
I BC/BD BLUE 32 PIN
6-30-94
NS14112

ON-BOARD DIAGNOSTIC (OBD) SYSTEM CHECK

(WITH TECH 1 SCAN TOOL)
Circuit Description:
The “On-Board Diagnostic (OBD) System Check” is an organized approach to identifying a problem created by a control
module system malfunction. It must be the starting point for any driveabilitv complaint diagnosis, this will direct the service
technician to the next logical step in diagnosing the complaint. Understanding the chart and using it properly will reduce diagnostic
time and prevent the unnecessary replacement of good parts.
Chart Test Description: Number(s) below refer to 6. Although the PCM is powered up, a “Cranks But W ill Not
circled number(s) on the diagnostic chart. Run” symptom could exist because of a PCM or system
1. When the ignition switch is cycled to “ON,” the MIL problem.
should turn “ON” briefly, then “O FF’ briefly, then remain 7. Comparison of actual control system data with the Typical
“ON” steady. This sequence will determine that the Tech 1 Data Values is a quick check to determine if any
vehicle diagnostics are operational. parameter is not within limits. A base engine problem (i.e.,
2. This step will isolate if the customer complaint is a MIL or advanced cam timing may substantially alter sensor values).
driveability problem.
3. Although the control module is powered up, a symptom NOTICE: The PCM utilizes a 24 pin “Pink”
could exist because of a system fault. connector, a 32 pin “Pink” connector and a 32 pin “Blue”
4. Use Tech 1 to aid diagnosis, therefore, serial data must be connector. The 24 pin “Pink” connector is labeled “A” and
available. If a PROM (MEM-CAL) error is present, the “B”, the 32 pin “Pink” connector is labeled “C” and “D” and
PCM may have been able to flash DTC 12/51, but not the 32 pin “Blue” connector is labeled “C” and “D”. When
enable serial data. referencing PCM connector pin outs, the “Blue” PCM
5. This step will isolate if the customer complaint is a MIL or connector will be referred to as the “E” and “F ’ connector.
driveability problem with no MIL. Refer to “Diagnostic
Trouble Code Identification” in this section for a list of
valid DTCs. An invalid DTC may be the result of a faulty
scan tool, PROM or PCM.
 ON-BOARD DIAGNOSTIC (OBD)
SYSTEM CHECK
(WITH TECH 1 SCAN TOOL)

• IGNITION “ON,” ENGINE “OFF.”

• NOTE MIL (SERVICE ENGINE SOON).

I
(T )\ STEADY LIGHT
®t NO LIGHT
rI I H L ,
FLASHING LIGHT

• WITH TECH 1 SCAN TOOL PERFORM REFER TO CHECK FOR GROUNDED

© ON-BOARD DIAGNOSTIC SYSTEM CHECK ^CHARTTAr^J DIAGNOSTIC TEST CKT 451.
OR
JUMPER DATA LINK CONNECTOR
TERMINAL “B” TO “A”.
• DOES MIL FLASH?

YES NO
m
DOES TECH 1 DISPLAY SCAN DATA? LREre^Oj3HARTA^;j
© [

YES NO
UZ rT -------------------------------- n
© [ ARE ANY DTCs DISPLAYED?

YES
= n
® [ DOES ENGINE START?
© REFER TO “TYPICAL TECH 1 DATA VALUES” AND
COMPARE SCAN DATA.

1
YES NO
X
• REFER TO APPLICABLE DTC CHART. l^ ^ ^ oc ^ art a ^ : j
START WITH LOWEST DTC.

IF PCM IS FAULTY AND MUST BE REPLACED, “TDC OFFSET” MUST BE PROGRAMMED INTO THE NEW PCM.
REFER TO “ON-VEHICLE SERVICE” IN THIS SECTION.

11-1-93
PS 17310
 If after completing the On-Board Diagnostic (OBD) system check and finding the Tech 1diagnostics functioning properly and
no DTC(s) displayed, the “Typical Tech 1 Engine Data Values” may be used for comparison with values obtained on the vehicle
being diagnosed. The “Typical Tech 1 Engine Data Values” are an average of display values recorded from normally operating
vehicles and are intended to represent what a normally functioning system would display.
A SCAN TOOL THAT DISPLAYS FAULTY DATA SHOULD NOT BE USED, AND THE PROBLEM
SHOULD BE REPORTED TO THE MANUFACTURER. THE USE OF A FAULTY SCAN TOOL CAN
RESULT IN MISDIAGNOSIS AND UNNECESSARY PARTS REPLACEMENT.
Only the parameters listed below are used in this manual for diagnosing. If a scan tool displays other parameters, the values are
not recommended by General Motors for use in diagnosing. For more description on the values and use of the Tech 1 to diagnosis
PCM inputs, refer to the applicable diagnosis section in “Component Systems.” If all varies are within the range illustrated, refer to
“Symptoms,” section.
TYPICAL TECH 1 ENGINE DATA VALUES
SCAN Position Units Displayed Tvpical Data Value Refer To Section:
ENGINE SPEED RPM ±100 RPM from desired
DESIRED IDLE RPM PCM commanded (based on temp.)
ENG COOL TEMP. C7F° 85°C - 105°C (185°F - 221 °F)
INTAKE AIR TEMP. C°/F° 10°C - 87°C (50°F- 194°F)
(depends on underhood temperature)
BARO kPa/Volts 70 -100/3.5-4.5 (varies with altitude)
DESIRED EGR kPa/Volts 50- 100 kPa/2.8 - 3.0V (varies)
EGR DUTY CYCLE Percentage 35 - 100% (may vary)
WASTEGATE SOL DC Percentage 60 - 100% (may vary)
BOOST PRESSURE kPa/Volts 99- 160 kPa/1.0-3.5 volts
FUEL TEMPERATURE C°/F° 21°C-43°C (70°F - 110°F)
FUEL RATE Millimeters 7-16 mm (varies with engine load)
GLOW PLUG RELAY Volts 12.0-14.5
GLOW PLUG VOLTS Volts 12.0-14.5
DESIRED INJ TIM # of degrees Varies
MEASURED INJ TIM # of degrees Varies
THROTTLE ANGLE Percentage 0-100%
ACCEL PED POS 1 Volts 0.35-0.95V
ACCEL PED POS 2 Volts 4.0-4.5V
ACCEL PED POS 3 Volts 3.6-4.0V
CRUISE CONTROL On/Off Off
MPH km/h 0-98
C/C BRAKE SWITCH Open/Closed Open
TCC BRAKE SWITCH Closed/Open Closed
INJ PULSE WIDTH Milliseconds 1.70-1.90 ms (may vary)
TDC OFFSET # of degrees 0-2.02 (varies)
A/C CLUTCH On/Off Off
SYSTEM VOLTAGE Volts 12.0-14.5
ENG SHUT OFF On/Off On
CRANK REF MISSED Counts 0 (missed)
CAM REF MISSED Counts 0 (missed)
1-2 SOL/2-3 SOL On/Off On/On
TCC SOLENOID On/Off Off
4WD LOW SWITCH On/Off Off
TRANS RANGE SW Invalid, Rev
Drive 4, Drive 3,
Drive 2, Low,
Park/Neut Park/Neut
CALIBRATION ID 0-9999 Internal
TIME FROM START Hrs/M ins/Sec Varies
11-4-93
PS 16981
 ENGINE TECH 1 DATA DEFINITIONS
A list of each data message displayed on the Tech 1 scan tool will be explained in two groups; “Engine” or “Transmission.”
This information will assist in emission or driveability problems. The displays can be viewed while the vehicle is being driven.
Always perform the “On-Board Diagnostic (OBD) System Check” first. The “OBD System Check” will confirm proper system
operation.
For transmission data refer to SECTION 10.
ENGINE DATA
ENGINE SPEED - Range 0-9999 RPM - Engine speed is
computed by the PCM from the distributor reference input (low
resolution circuit). It should remain close to desired idle under
various engine loads with engine idling.
DESIRED IDLE - Range 0-3187 RPM -The idle speed that
is commanded by the PCM. The PCM will compensate for
various engine loads based on engine coolant temperature to
keep the engine at the desired speed.
ENG COOL TEMP - Range -40°C to 151°C, -40°F to
304°F - The Engine Coolant Temperature (ECT) sensor is
mounted in the coolant pump and sends engine temperature
information to the PCM. The PCM supplies 5 volts to the ECT
sensor circuit. The sensor is a thermistor which changes
internal resistance as temperature changes. When the sensor is
cold (internal resistance high), the PCM monitors a high signal
voltage and interprets it as a cold engine. As the sensor warms
(internal resistance decreases), the voltage signal will decrease
and the PCM will interpret the lower voltage as a warm engine.
INTAKE AIR TEMP - Range -40°C to 151°C, -40°F to
304° F - The PCM converts the resistance of the intake air
temperature sensor to degrees. Intake Air Temperature (IAT) is
used by the PCM to adjust fuel delivery and spark timing
according to incoming air density.
BARO - Range 10-105 kPa/0.00-5.00 Volts -The BARO
reading displayed is determined from the MAP sensor at
ignition “ON,” engine “OFF,” and WOT conditions. The
BARO reading displayed represents barometric pressure and is
used to compensate for altitude differences.
THROTTLE ANGLE - Range 0 -100% -Computed by the
PCM from APP module voltage (throttle position) and should
display 0% at idle and 100% at wide open throttle. Refer to
DTC 21 if TP sensor angle is not 0% at idle.
ACCELERATOR PEDAL POSITION (APP 1) - Range
0-5 Volts - Used by the PCM to determine the amount of
throttle demanded by the driver. Should read about .35-.95
volts at idle to above 4.0 volts at Wide Open Throttle (WOT).
ACCELERATOR PEDAL POSITION (APP 2) - Range
0-5 Volts - Used by the PCM to determine the amount of
throttle demanded by the driver. Should read about 4.5 volts at
idle and steadily decrease to about 1.0 volt at wide open
throttle.
ACCELERATOR PEDAL POSITION (APP 3) - Range
0-5 Volts - Used by the PCM to determine the amount of
throttle demanded by the driver. Should read about 4.0 volts at
idle and steadily decrease to about 2.5 volts at wide open
throttle.
CRANK REFERENCE PULSE - Range 0-8 Counts -
This is used by the PCM to determine crankshaft position. The
scan tool will display the number of crank pulses missed. At
idle it should read 0.
CAM REFERENCE PULSE - Range 0-8 Counts -This is
used by the PCM to determine injection pump cam position.
The scan tool will display the number of cam pulses missed. At
idle it should read 0.
BOOST PRESSURE - Range 10-200 kPa/0-5.0 Volts -
The amount of turbo boost pressure in the intake manifold.
This is measured in kPa and volts. True boost pressure is
determined by subtracting BARO from the actual reading.
FUEL TEMP - Range -40°C to 151°C, -40°F to 304°F -
There is a thermistor located in the high resolution sensor that
determines fuel temperature. When the sensor is cold (internal
resistance high) the PCM monitors a high signal voltage which
it interprets as low fuel temperature. As the sensor warms
(internal resistance low) the voltage signal will decrease and
the PCM will interpret the low voltage as warm fuel.
FUEL RATE - Range 0-80 mm -This reading is displayed in
millimeters (mm). This is the amount of fuel the PCM is
requesting.
GLOW PLUG RELAY - Range 0-25.5 Volts - This is the
amount of volts the PCM is requesting to be sent to the glow
plug relay. The PCM will cycle the voltage “ON” and “OFF.”
Cycling timing will increase when engine is cold and decrease
at warmer temperatures.
GLOW PLUG VOLTS - Range 0-25.5 Volts -This is used
by the PCM to determine if there is voltage coming out of the
relay and going towards the glow plugs. During normal
operation the volts reading will be lower than glow plug relay
voltage because of the high resistance in the glow plugs.
DESIRED INJECTION TIMING - Range 0-25.5 Degrees
- The amount of injection timing requested by the PCM.
MEASURED INJECTION TIMING - Range 0-25.0
Degrees - Current actual injection timing.
TDC OFFSET ■Range +/- 2.02 Degrees - The PCM has
the ability to determine the amount of offset needed to bring the
engine to top dead center. This is used by the PCM to
determine proper injection timing and fuel delivery. This value
may be displayed as a positive or negative number.
EGR DESIRED POSITION - Range 10-103 kPa - The
PCM command for EGR vacuum that is desired.
EGR ACTUAL POSITION - Range 10-103 kPa -Current
actual EGR vacuum.
4WD LOW SWITCH -Indicator to PCM when driver selects
4WD low.
MPH/km/h -Vehicle speed is a PCM internal parameter. It is
computed by timing pulses coming from the Vehicle Speed
Sensor (VSS). Vehicle speed is used in checking TCC lock-up
speed or speedometer accuracy. Speed is displayed in both
Miles Per Hour (mph) and Kilometers Per Hour (km/h).
PROM ID -The PROM identification parameter describes the
particular PROM used in the PCM being tested. The PROM
contains the PCM program. PROM ID is used when it is
necessary to replace the PROM. PROM ID must be specified
when ordering new PROMs. PROM ID should not be confused
with “Part Number."
INJECTOR PULSE WIDTH - Tech 1 Range 0.0-4.00
milliseconds -Indicates the closure time of the fuel solenoid.
When engine load is increased, injector pulse width will
fluctuate.
EGR DUTY CYCLE - Range 0-100% -The PCM cycles the
EGR solenoid valve “ON” and “OFF.” The “ON” time (duty
cycle) of the EGR solenoid valve, expressed as a percent,
determines how much the exhaust gas is recirculated.
A/C REQUEST - Tech 1 displays “YES”/ “NO” -
Represents if the A/C request from the control head is being
received by the PCM.
PARK/NEUTRAL POS - Tech 1 displays - "P-N”- or
-“R-DL” - “P-N”- displayed indicates that the gear select
lever is in park or neutral.
CRUISE CONTROL - Tech 1 Displays “O FF7“ON” -
This will indicate when the cruise control has been enabled.
This signal is used by the PCM to adjust TCC engagement
scheduling and to operate PCM cruise fuel.
1 - 2 SHIFT SOL - Tech 1 displays “ON”/“OFF” - When
the transmission in in first or fourth gear, the Tech 1 should
display “ON.” When the transmission is in second or third
gear, the Tech 1 should indicate “OFF.”
2 -3 SHIFT SOL - Tech 1 displays “ON”/ “OFF” - When
the automatic transmission is in first or second gear, the Tech 1
should indicate “ON.” When the transmission is in third or
fourth gear, the Tech 1 should display “OFF.”
C/C BRAKE SWITCH - Tech 1 displays “OPEN"/
“CLOSED” - When the brake pedal is applied, the switch
sends a signal to the PCM to disengage cruise control.
TCC BRAKE SWITCH - Tech 1 displays “CLOSED”/
“OPEN” -When the brake pedal is applied, the switch sends a
signal to the PCM to disengage the TCC solenoid. It also
serves as a redundant cruise control disengagement switch.
TIME FROM START - Range 0:00:00-18:12:15
HR/MIN/SEC - A measure of how long the engine has been
operating. When the ignition is cycled to “OFF” the value is
reset to zero.
12-6-93
PS 16976
TECH 1 SCAN TOOL
The diagnostic procedures in this manual assume the use of
a Tech 1 scan tool. Since the Tech 1, produced by Expertec, is
able to perform functions, such as, bidirectional communication
that other scan tools are unable to perform, it has been made an
essential tool. Although, the term scan tool will continue to be
used for simplicity’s sake, we recommend the Tech 1 be used
whenever possible. Explicit instructions on connecting and
using the various Tech 1 functions are contained in the Tech 1
owner’s manual.
The PCM can communicate a variety of information
through Data Link Connector (DLC) terminal “M ”. This data is
transmitted at high frequency which requires a scan tool for
interpretation.
Normal (Open) Mode
On engines that can be monitored in the “Open” mode,
certain parameters can be observed without changing the
engine operating characteristics. The parameters capable of
being read vary with engine families.
Diagnostic Mode
When the diagnostic terminal is grounded with the ignition
“ON” and the engine “OFF,” the system will enter what is
called the diagnostic mode. In this mode the PCM will:
Display a DTC 12 by flashing the MIL.
OR
Display any stored DTC by flashing the MIL. Each DTC
will be flashed three times.

E k u -T ¥V$p \ Reading Diagnostic Trouble Codes

TERMINAL IDENTIFICATION The means of communicating with the control module is
the Data Link Connector (DLC) (refer to Figure 3-9) located
13GROUND 0 EBCM DIAGNOSTIC
TERMINAL (ANTILOCK) under the instrument panel and is sometimes covered by a
plastic cover labeled “DIAGNOSTIC CONNECTOR.” The
r i l PCM DIAGNOSTIC f 7 1 E AN DC DATA (RADIO)
1----- 1 TERMINAL 1----- 1 DLC is used in the assembly plant to receive engine
information to determine proper operation before it leaves the
FUEL PUMP PRIME I"m 1 K$S*SER,AL
I----- 1 DATA plant. The DTC(s) stored in the control module memory can be
3-9-93
8S 3967-6El displayed either through the Tech 1 scan tool, a hand-held
diagnostic scanner plugged into the DLC connector, or by
Data Link Connector (DLC)
counting the number of flashes of the Malfunction Indicator
Lamp (MIL) “Service Engine Soon” when the diagnostic
With an understanding of the data which the scan tool
terminal of the DLC is grounded. The DLC terminal “B”
displays, and knowledge of the circuits involved, the scan tool
(diagnostic terminal) is the second terminal from the right of
can be very useful in obtaining information which would be
the DLC top row. The terminal is most easily grounded by
more difficult or impossible to obtain with other equipment.
connecting it to terminal “A” (internal control module ground),
Scan tools do not make the use of diagnostic charts
which is located to the right of terminal ”B” on top row of the
unnecessary, nor can they indicate exactly where a problem is in
DLC.
a particular circuit. Diagnostic tree charts incorporate diagnosis
procedures using a scan tool where possible and most charts
DTC 12
require the use of a scan tool when it is applicable.

When terminals “A” and “B” have been connected, the

A SCAN TOOL THAT DISPLAYS FAULTY DATA
ignition switch turned to the “ON” position with the engine not
SHOULD NOT BE USED AND THE PROBLEM
operating, the MIL (Service Engine Soon) should flash DTC 12
SHOULD BE REPORTED TO THE MANUFACTURER.
three times consequently. This will be the following flash
THE USE OF A FAULTY SCAN TOOL CAN RESULT IN
sequence: “flash, pause, flash-flash, long pause, flash, pause,
MISDIAGNOSIS AND UNNECESSARY PARTS
flash-flash, long pause, flash, pause, flash-flash.” DTC 12
REPLACEMENT.
indicates that the control module diagnostic system is operating
properly. If the DTC 12 is not indicated, and a fault is present
The scan tool has the ability to save time in diagnosis and
within the diagnostic system itself, it should be addressed by
prevent the replacement of good parts. The kev to using the scan
consulting the appropriate diagnostic chart in this section.
tool successfully for diagnosis lies in the technician’s ability to
The malfunction indicator lamp will indicate a Diagnostic
understand the system being diagnosed, as well as an understanding
Trouble Code (DTC) three times if a DTC is present, or it will
of the scan tool’s limitations.
simply continue to output DTC 12. If more than one diagnostic
trouble code has been stored in the control module memory, the
PCM INFORMATION MODES DTC(s) will be displayed from the lowest to the highest with
each DTC being displayed three times.
The PCM has two modes for transmitting information. The
following information will describe the system operation in
each of the modes.
Clearing Diagnostic Trouble Codes
To clear the DTC(s) from the memory of the control
module, either to determine if the malfunction will occur again
or because repair has been completed, the Tech 1 scan tool
should be used to clear the DTC(s). If a scan tool is not
available the following must be performed when all repairs
have been completed. This will allow all DTC(s) to be cleared.
1. Ignition “OFF.”
2. Ground diagnostic terminal “A ” to “B” of DLC.
3. Ignition “ON.”
4. Fully apply brake pedal.
5. Fully apply accelerator pedal.
6. Check M IL (Service Engine Soon) for DTC 12.
7. Release brake pedal.
8. Release accelerator pedal.
9. Check M IL (Service Engine Soon) for DTC 12.
10. Remove jumper from DLC connector.
11. Turn ignition “OFF.”
NOTICE: To prevent control module damage, the key
must be “O FF’ when disconnecting or reconnecting
module power.
Intermittents
A corresponding DTC will be stored in the memory of the
PCM as a history DTC until DTCs have been cleared. When
unexpected DTCs appear during the code reading process, one
can assume that these DTCs were set by an intermittent
malfunction and could be helpful in diagnosing the system.
An intermittent DTC may or may not re-set. If it is an
intermittent failure, a Diagnostic Trouble Code (DTC)
chart is not used. Consult the “Diagnostic Aids” on the
page facing the diagnostic chart corresponding to the
intermittent DTC. SECTION “2” also covers the topic of
“Intermittents.” A physical inspection of the applicable
sub-system most often will not resolve the problem.
Scan Tool Use With Intermittents
In some scan tool applications, the data update rate makes
the tool less effective than a voltmeter, such as when trying to
detect an intermittent problem which lasts for a very short time.
However, the scan tool allows manipulation of wiring harnesses
or components under the hood with the engine not running,
while observing the scan tool readout.
The scan tool can be plugged in and observed while
driving the vehicle under the condition when the MIL “Service
Engine Soon” light turns “ON” momentarily or when the
engine driveability is momentarily poor. If the problem seems
to be related to certain parameters that can be checked on the
scan tool, they should be checked while driving the vehicle. If
there does not seem to be any correlation between the problem
and any specific circuit, the scan tool can be checked on each
position, watching for a period of time to see if there is any
change in the readings that indicates intermittent operation.
The scan tool is also an easy way to compare the operating
parameters of a poorly operating engine with those of a known
good one. For example, a sensor may shift in value but not set a
DTC. Comparing the sensor’s readings with those of a known
good vehicle may uncover the problem.
The scan tool has the ability to save time in diagnosis and
prevent the replacement of good parts. The key to using the
scan tool successfully for diagnosis lies in the technician’s
ability to understand the system he is trying to diagnose as well
as an understanding of the scan tool operation and limitations.
The technician should read the tool manufacturer’s operating
manual to become familiar with the tool’s operation.
T100-GM CAMS
The T100-GM CAMS (Computerized Automotive
Maintenance System) is a computerized technician’s terminal
unit. When connected to a vehicle, performs engine, electronic
circuits and systems test to find possible vehicle problems in
the engine system or the PCM.
The terminal diagnoses as follows:
• Circuit diagnostic procedures provide information on
how to isolate a problem and repair requirements.
• If no problem exists, engine performance problems
are diagnosed.
• DTCs stored in the PCM are read and diagnosed by
the system.
Also needed are a test light, ohmmeter, digital voltmeter
with 10 megohms impedance (J 39200), vacuum gage and
jumper wires for diagnosis. Special tools which are required for
system service and the ones described above are illustrated in
SECTION 13.
PCM DIAGNOSIS
Since the PCM can have a failure which may affect only
one circuit, following the diagnostic procedures in this section
can reliably tell when a failure has occurred in the PCM. Also, a
DTC 54 indicates a failure of the PCM.
If a diagnostic chart indicates that the PCM connections or
PCM is the cause of a problem, and the PCM is replaced, but
does not correct the problem, one of the following may be the
reason:
• There is a problem with the PCM terminal connections. -
The diagnostic chart will say PCM connections or PCM.
The terminals may have to be removed from the
connector in order to check them properly.
• The PCM or PROM is not correct for the application. -
The incorrect PCM or PROM may cause a
malfunction and may or may not set a DTC.
• The problem is intermittent. - This means that the
problem is not present at the time the system is being
checked. In this case, refer to “Driveability Symptoms”
portion of the manual and make a careful physical
inspection of all portions of the system involved.
 • Shorted solenoid, relay coil, or harness. - Solenoids
and relays are turned “ON” and “OFF” by the PCM,
using internal electronic switches called “Drivers.”
A shorted solenoid, relay coil, or harness will not damage
the PCM, but will cause the circuit and controlled component to
be inoperative. When the circuit fault is not present or has been
repaired, the driver will again operate in a normal manner due
to it’s fault protected design. If a fault has been repaired in a
circuit controlled by a driver, the original PCM should be
reinstalled and the circuit checked for proper operation. PCM
replacement will not be necessary if the repair circuit or
component now operates correctly.
J 34636 or BT-8405 testers or equivalent provide a fast,
accurate means of checking for a shorted coil or a short to
battery voltage.
• The PROM may be faulty. - Although the PROM rarely
fails, it operates as part of the PCM. Therefore, it could be
the cause of the problem. Substitute a known good PROM.
• The replacement PCM may be faulty. - After the PCM is
replaced, the system should be rechecked for proper
operation. If the diagnostic chart again indicates the PCM
is the problem, substitute a known good PCM. Although
this is a rare condition, it could happen.
PROM
A PROM that has failed or was installed improperly will
generally set a DTC 51.
FUEL CONTROL
Fuel delivery is controlled by the control module system.
The diagnosis of fuel control starts with “Engine Cranks
But W ill Not Run” CHART A-3. This chart will test the fuel
system and if there is a problem, will lead you to checking the
fuel lift pump, diagnosing the injection pump circuit or
diagnosing the fuel system.
PCM SENSORS AND INPUT SIGNALS
A ll of the sensors and input signals can be diagnosed by the
use of a scan tool. Following is a short description of how the
sensors and signals can be diagnosed by the use of a scan tool.
A scan tool can also be used to compare the values for a normal
running engine with the engine you’re diagnosing. Refer to
“Typical Scan Tech 1 Engine Data Values.”
Engine Coolant Temperature (ECT) Sensor
A scan tool displays engine coolant temperature in degrees
(Celsius & Fahrenheit). After engine is started, the temperature
should rise steadily to about 90°C (194°F) then stabilize when
thermostat opens.
DTC 14 or DTC 15 indicates a failure in Engine Coolant
Temperature (ECT) sensor circuit.
The DTC charts also contain a chart to check for ECT
sensor resistance values relative to temperature.
Accelerator Pedal Position (APP) Module
If the PCM has determined that there is a fault in one APP
sensor, the PCM will store a current and history DTC, but, it will
not turn on the “Service Throttle Soon” lamp. The vehicle and
throttle pedal will operate normally if only one of the three APP
sensors is at fault. If the PCM has determined two APP sensors
are faulty, a current and history DTC will set and the PCM will
turn on the “Service Throttle Soon” lamp. At this point, some
engine performance will be lost. If three APP sensors
malfunction, a current and history DTC will be stored, the
“Service Throttle Soon” lamp will come “ON,” and the PCM
will only allow the vehicle to idle. If the PCM has recognized an
intermittent fault (a fault not recognized by the normal APP
DTC setting criteria), it will then only allow the vehicle to
operate under limited performance and store a DTC 84.
A scan tool reads APP 1 position in voltage, and should
read about .50 volt while the engine is idling. Voltage should
increase at a steady rate as accelerator pedal is moved to Wide
Open Throttle (WOT). APP 2 position is also read in voltage,
and should read about 4.5 volts at idle, and should steadily
decrease to a about 1.5 volts as accelerator pedal is moved to
WOT. APP 3 is also read in voltage, and should read about
4.0 volts at idle, and should steadily decrease to about 2.0 volts.
Its possible idle voltage may vary, because the PCM has a
“learning” ability which allows it to make corrections for
minor variations.
Pump Cam Signal
Loss of cam signal reference pulses will set a DTC 18. If
the cam signal is lost while the engine is running, the fuel
injection system will shift to a time base fuel injection (backup
fuel) mode based on crankshaft position sensor signal, and the
engine will continue to run. The engine can be restarted and
will run in the calculated fuel injection mode as long as the fault
is present.
See DTC 18 for further information.
Fuel Temperature Sensor
The scan tool displays fuel temperature in degrees
(celsius/fahrenheit). DTC 42 or DTC 43 indicate a failure in the
fuel temperature sensor circuit.
Crankshaft Position Sensor
A scan tool displays engine speed in RPM. RPM will still
be displayed with a fault in this circuit. If the signal is lost
while the engine is running, the fuel injection system will shift
to a time base fuel injection mode based on pump cam signal,
and the engine will continue to run. The engine can be restarted
and will run in the backup fuel mode as long as fault is present.
See DTC 19 for further information.
Intake Air Temperature (IAT) Sensor
A scan tool displays temperature of the air entering the
engine and should read close to ambient air temperature when
the engine is cold, and rise as underhood temperature increases.
If the engine has not been run for several hours (overnight), the
IAT sensor temperature and engine coolant temperature should
read close to each other. A failure in the IAT sensor circuit
should set DTC 47 or 48. The DTC chart also contains a
“Diagnostic Aid” to check for sensor resistance values relative
to temperature.
EGR Control Pressure/BARO Sensor
A scan tool displays EGR pressure in volts. Low pressure
(high vacuum) reads a low voltage while a high pressure (low
vacuum) reads a high voltage. A failure in the EGR control
pressure/BARO sensor circuit should set a DTC 31 or 33 and
using the chart will find the cause of the problem. Any other
failure in the EGR system should set a DTC 32, 44 or 45. On
vehicles using only a BARO sensor a failure in the sensor
circuit should set a DTC 31 or 33. Also refer to “EGR Control
Pressure/BARO Sensor Output Check” in this section.
Boost Sensor
At idle, the scan tool will display boost pressure about the
same reading as barometric pressure. When at a full load, with
WOT the boost pressure will indicate high pressure or voltage.
When at a decel with throttle closed, the boost sensor will
display low pressure or voltage. The boost pressure reading is
the opposite of what you would measure on a vacuum gage.
When manifold pressure is high , vacuum is low. A failure in
the boost sensor circuit should set a DTC 61 or 62.
Vehicle Speed Sensor (VSS)
A scan tool display of mph / km/h should closely match
with the speedometer display. A failure in the VSS input circuit
should set a DTC 24 or DTC 16.
Fuel Inject Signal
A scan tool will display the injection pulse width feedback
in milliseconds. If the PCM detects an error in the fuel inject
response time, a DTC 35 or DTC 36 will set.
Brake Switches
A scan tool will display the status of the brake switches.
The cruise control brake switch is normally open and TCC
brake switch normally closed. A malfunction in the brake
switches circuit should set a DTC 37, 38 or 41.
Glow Plug Signal
A scan tool will display this signal in voltage. A
malfunction in this system should set a DTC 29 or refer to
SECTION 7 for diagnosis of the glow plug control system.
Cruise Control
A scan tool will display cruise control “ON/OFF” status.
For diagnosis of the cruise control refer to “Cruise Control
Diagnosis.” A malfunction in the set/coast switch circuit should
set a DTC 71. A malfunction in the resume/accel switch circuit
should set a DTC 76.
A/C Signal
The scan tool should indicate A/C clutch “ON” when A/C
is selected. Refer to “A/C Signal Diagnosis” for diagnosis of
the A/C signal.
Automatic Transmission Sensors and
Signals
Refer to SECTION 10 of this service manual for diagnosis
of automatic transmission sensors and signals.
BLANK
 l/P HARNESS CONNECTOR (23 PIN) v PCM
DATA LINK 448 WHT/BLK 448 WHT/BLK DIAGNOSTIC
CONNECTOR REQUEST
(DLC) SYSTEM GROUND
451 BLK/WHT

TO FUEL PUMP RELAY

o F E D C B >\
*
o TO VSS TO FUEL
V* G H J K L BUFFER PUMP
MODULE ENGINE 551 TAN/WHT PD1 SYSTEM GROUND
GROUND ~
800 TAN
UNDERHOOD ------ 800 TAN “ 1 PC14 SERIAL DATA
TO SIR ELECTRICAL
IGNITION CENTER
SWITCH
— «r\^— 439 PNK/BLK PA1 IGNITION FEED
TO FUEL 20 AMP
PUMP RELAY MIL BULKHEAD
CONNECTOR
MIL “SERVICE
39 PNK/BLK- IB6 419 BRN/WHT ENGINE SOON”
“SERVICE CONTROL
ENGINE l/P HARNESS
SOON” CONNECTOR
GAUGES (23 PIN)
TO 960
IGNITION 39 PNK/BLK- 960 YEL “SERVICE THROTTLE
WHT/BLK SOON” LAMP
SWITCH 10 AMP “SERVICE
THROTTLE SOON CONTROL
LAMP PCM CONN. ID J
! PA/PB PINK 24 PIN j
I PC/PD PINK 32 PIN j
I BC/BD BLUE 32 PIN I
6-30-94
NS 14112

CHART A-1
NO MIL
(SERVICE ENGINE SOON)
Circuit Description:
There should always be a steady M IL with the ignition “ON” and engine “OFF.” Switched battery voltage is supplied to the lamp.
The PCM will control the lamp and turn it “ON” by providing a ground path through CKT 419.

Chart Test Description: Number(s) below refer to Diagnostic Aids: If the engine operates OK, check:
circled number(s) on the diagnostic chart. • Faulty light bulb.
1. If the fusible link is open, refer to wiring diagrams for • CKT 419 open.
complete circuit. • Gauges fuse open. This will result in no brake warning
2. Using a test light connected to 12 volts, probe each of the light, oil or generator lights, seat belt reminder, etc.
system ground circuits and check that a good ground is
present. Refer to “PCM Terminal End View” in this
section for PCM pin locations of ground circuits.
 CHART A-1
NO MIL
(SERVICE ENGINE SOON)

5-4-92
MS 13407
 l/P HARNESS CONNECTOR (23 PIN) PCM
DATA LINK 448 WHT/BLK ----------------- 448 WHT/BLK —|PA12 DIAGNOSTIC
CONNECTOR REQUEST
(DLC)
451 BLK/WHT SYSTEM GROUND
a
F E D C B A TO FUEL PUMP RELAY
o
VJ o TO VSS TO FUEL
G H J K L M / BUFFER PUMP
MODULE ENGINE 551 TAN/WHT - PD1 SYSTEM GROUND
GROUND “=
800 TAN ------ 800 TAN PC14 SERIAL DATA
UNDERHOOD
TO SIR
ELECTRICAL
CENTER
IGNITION
SWITCH — — 439 PNK/BLK IGNITION FEED
TO FUEL 20 AMP
PUMP RELAY MIL BULKHEAD
CONNECTOR
MIL "SERVICE
39 PNK/BLK' m
“SERVICE
[B6] 419 BRN/WHT ENGINE SOON”
CONTROL
ENGINE l/P HARNESS
SOON" CONNECTOR
GAUGES (23 PIN)
TO 960
IGNITION ~V\>— 39 PNK/BLK - _ $ L WHT/BLK
960 YEL “SERVICE THROTTLE
SWITCH 10 AMP “SERVICE SOON” LAMP
THROTTLE SOON CONTROL
LAMP I PCM CONN. ID
L______________________ J
j PA/PB PINK 24 PIN ,I
I PC/PD PINK 32 PIN |
I BC/BD BLUE 32 PIN I
6-30-94
NS14112

CHART A-2
NO SCAN DATA OR
WILL NOT FLASH MIL OR
MIL (SERVICE ENGINE SOON) “ON” STEADY
Circuit Description:
There should always be a steady Malfunction Indicator Lamp (MIL) when the ignition is “ON” and engine “OFF.” Battery
ignition voltage is supplied to the lamp. The PCM will turn the lamp “ON” by grounding CKT 419.
With the “diagnostic” terminal grounded, the lamp should flash a DTC 12, followed by any Diagnostic Trouble Code (DTC)
stored in memory.
A steady lamp indicates a short to ground in the lamp control CKT 419 or an open in diagnostic CKT 451.

Chart Test Description: Number(s) below refer to
circled number(s) on the diagnostic chart..
1. If there is a problem with the PCM that causes a scan tool
not to read serial data, then the PCM should not flash a
MIL. If M IL does flash, check that the scan tool is
functioning properly on another vehicle. If the scan is
functioning properly, and CKT 1061 is OK, the PROM or
PCM may be at fault for the NO DLC symptom.
2. If the light goes “OFF’ when the PCM connector is
disconnected, then CKT 419 is not shorted to ground.
3. This step will check for an open diagnostic CKT 451.
4. At this point, the M IL wiring is OK. The problem is a
faulty PROM. If M IL does not flash, the PCM should be
replaced using the original PROM. Replace the PROM
only after trying a PCM.
 CHART A-2
NO SCAN DATA OR WILL
NOT FLASH MIL OR MIL
(SERVICE ENGINE SOON)
“ON” STEADY
• IGNITION “ON.” ENGINE “OFF.’
IS THE MIL “ON”?

YES NO
nz
• GROUND DIAGNOSTIC TERMINAL. [ r e FERTOjCHa r t a -1; j
DOES MIL FLASH?

R l YES
T
© •
•
IGNITION “OFF.”
DISCONNECT PCM CONNECTORS. o
•
•
IF PROBLEM WAS NO SERIAL DATA:
CHECK SERIAL DATA CKT 1061 FOR OPEN
• IGNITION “ON” AND NOTE MIL (SERVICE OR
ENGINE SOON). SHORT TO GROUND
OR
SHORT TO VOLTAGE BETWEEN PCM AND
DLC. IF OK, IT IS A FAULTY PCM
OR
PROM.

I MIL “OFF” MIL “ON’

T
• IGNITION “OFF.” REPAIR SHORT TO
© • RECONNECT PCM. GROUND IN CKT 419.
• IGNITION “ON,” ENGINE STOPPED.
• DIAGNOSTIC TERMINAL NOT GROUNDED.
• BACKPROBE PCM, CKT 451, WITH TEST LIGHT TO
GROUND.
DOES MIL FLASH?

| NO YES
H Z
• CHECK PROM FOR PROPER INSTALLATION. • CHECK FOR OPEN IN DLC DIAGNOSTIC
O • IF OK, REPLACE PCM USING ORIGINAL PROM. TERMINALS “B” AND CKT 451 TO PCM.
• RECHECK FOR FLASHING MIL. • IF OK, CHECK FOR OPEN IN DLC TERMINAL
DOES MIL FLASH? “A” TO PCM AND PCM GROUND, CKT 450.

NO YES
HZ
REPLACE PROM. SYSTEM OK.

IF PCM IS FAULTY AND MUST BE REPLACED, “TDC OFFSET” MUST BE PROGRAMMED INTO THE NEW PCM.
REFER TO “ON-VEHICLE SERVICE” IN THIS SECTION.

5-5-93
PS 17831
 ENGINE HARNESS PCM

6-23-94
NS 14320

CHART A-3
ENGINE CRANKS BUT WILL NOT RUN
Circuit Description:
This chart assumes that battery condition and engine cranking speed are OK, adequate fuel in the tank, and glow plug system
operating OK.

Chart Test Description: Number(s) below refer to
circled number(s) on the diagnostic chart.
1. A Malfunction Indicator Lamp (MIL) “ON” is a basic test
to determine if there is a 12 volt supply and ignition 12
volts to PCM. No DLC may be due to a PCM problem and
CHART A-2 will diagnose the PCM.
2. This step will check to see if there is an inject command
coming from the PCM.
3. This step will check ground circuit.
Diagnostic Aids: If no trouble is found in the fuel pump
circuit, and the cause of an “Engine Cranks But W ill Not Run”
has not been found, check for:
• Water or foreign material in the fuel system.
• Basic engine problem.
Note: If crank position sensor and optical sensor are
disconnected or inoperable at the same time this will cause a
crank but will not run condition.
 ECM-B
-^\A- 440 ORN PCM
20 AMP
OIL PRESSURE
SWITCH

440 ORN BATTERY FEED

TO SIR
{E
CRANK
TO START
806 PPL- ■*\A— SWITCH
10 AMP

450 BLK/WHT
490 RED
r
DLC TERMINAL
B2 | E*1 E131A1 | A3
120 GRY
FUEL <►AW}
PUMP < lu iJ
RELAY

120 GRY ENGINE

GROUND
FUEL PUMP

450 BLK/WHT
PCM CONN. ID J
PA/PB ■ PINK ■ 24 PIN j
PC/PD ■ PINK ■ 32 PIN i
BC/BD ■ BLUE ■ 32 PIN I 6-20-94
NS15857

CHART A-5
FUEL PUMP RELAY CIRCUIT DIAGNOSIS
Circuit Description:
When the ignition switch is in the CRANK position, the lift pump circuit is completed through the relay contacts. During this time,
oil pressure is building to the point of closing the contacts of the oil pressure switch. A minimum of 28 kPa (4 psi) is required to close the
switch contacts.
When the ignition is returned to the RUN position, the oil pressure of the running engine maintains electrical power to the lift
pump.

Chart Test Description: Number(s) below refer to Diagnostic Aids: If engine oil pressure drops below
circled number(s) on the diagnostic chart. 28 kPa (4 psi), the engine will run poorly or stall when the lift
1. This procedure applies direct voltage to run the fuel pump. pump circuit opens.
If the pump runs, it may be a fuel pump relay circuit
problem which the following step will locate.
2. This step checks voltage from the battery and the ground
circuit to the relay.
3. This test determines if there is voltage from the battery,
terminal “A” to terminal “D” on the relay connector.
4. This completes the fuel pump relay circuit, but the oil
pressure switch should also be diagnosed.
 CHART A-5
FUEL PUMP RELAY
CIRCUIT DIAGNOSIS

6-29-94
PS 17142
 TFT TO BOOST TO ECT, IAT AND PCM
SENSOR SENSOR CRANKSHAFT
(A/T ONLY) (TURBO ONLY) POSITION SENSOR

A ■452 BLK SENSOR GROUND

EGR CONTROL
PRESSURE/BARO B 433 GRY/BLK EGR CONTROL
PRESSURE/BARO SIGNAL
SENSOR
C
-------- 416 GRY -----UV"----- 5 VOLT
EGR REFERENCE
VALVE

Z=3 | PCM CONN. ID |

' PA/PB- PINK 24 pTn ^
1PC/PD PINK 32 PIN I TO EGR VENT TO BOOST
[b C/BD BLUE 32 PIN j SOLENOID SENSOR
(TURBO ONLY) 6-17-94
PS 16975

EGR CONTROL PRESSURE/BARO

SENSOR OUTPUT CHECK
Circuit Description:
An EGR control pressure/BARO sensor is used to monitor the amount of vacuum in the EGR circuit. It senses the actual vacuum in
the EGR vacuum line and sends a signal back to the PCM. The signal is compared to the EGR duty cycle calculated by the PCM. On
vehicles not equipped with EGR, this sensor is only used for a BARO reading.

Chart Test Description: Number(s) below refer to Check vacuum hose to sensor for leaking or restriction. Be
circled number(s) on the diagnostic chart. sure that no other vacuum devices are connected to the
sensor hose.
9 Important
NOTICE: Make sure electrical connector remains
1 Be sure to use the same diagnostic test equipment for all securely fastened.
measurements.
Disconnect sensor from bracket and twist sensor by hand
. Checks sensor output voltage to the PCM. This voltage, (only) to check for intermittent connection. Output
without engine running, represents a barometer reading to changes greater that .1 volt indicates a bad connector or
the PCM. connection. If OK, replace sensor.
• When comparing Tech 1 scan readings to a known
good vehicle, it is important to compare vehicles
which use a sensor having the same color insert or
having the same “Hot Stamped” 3 digit number. Refer
to figures on facing page.
. Applying 34 kPa (10" Hg) vacuum to the sensor should
cause the voltage to change. Subtract second reading from
the first. Voltage value should be greater than 1.5 volts.
When applying vacuum to the sensor, the change in
voltage should be instantaneous. A slow voltage change
indicates a faulty sensor.
 EGR CONTROL PRESSURE/BARO
SENSOR OUTPUT CHECK

O
: 1® oR
"®1>< C B A
.039 XXXX

HOT-STAMPED
NUMBER

n : xx [H I
O
H ® ____________________, H ,
COLOR
KEYED INSERT

LS 8963-6E LS 9045-6E

Figure 1 - Color Key Insert Figure 2 - Hot Stamped Number

10-28-93
 TO
CRUISE PCM
IGNITION 10 AMP

l/P HARNESS
- 39 PNK/BLK — (10 PIN)
'ON/OFF*
~ 397 GRY - BD3 REQUEST SIGNAL

- 83DKGRN BD11 RESUME/ACCELERATOR

REOUEST SIGNAL
SET/COAST
- 84DKBLU BD15 REQUEST SIGNAL
BULKHEAD
CRUISE CONTROL CONNECTOR
l----------------- -|
, PCM CONN. ID J
PA/PB ■ PINK ■ 24 PIN j
PC/PD - PINK ■ 32 PIN i 6-20-94
BC/BD - BLUE ■ 32 PIN l
l______________________ I NS14322

CRUISE CONTROL SIGNAL DIAGNOSIS

Circuit Description:
The cruise on/off, set/coast and resume/accel signals are inputs to the fuel control portion of the PCM. These inputs allow the
PCM to control and hold a requested speed. If cruise is inoperative, and no DTC(s) are stored, check for faulty cruise switch, wiring
harness for opens or faulty connections. The cruise control switch on the clutch pedal stuck in the open position will cause a no cruise
control complaint.
 PCM
B5 HIGH PRESSURE
A/C RELAY CUT-OFF SWITCH
A6 -2 0 3 LT BLU •
UNDERHOOD .N.C,
B6 -150 B LK -----
ELECTRICAL
CENTER A4 - 6 6 LT QRN — ENGINE
GROUND
B4 -6 0 3 DK QRN

A/C BULKHEAD
TO B + 1240 ORN CONNECTOR
10 AMP 59
A/C CONTROL DK GRN
A/C COMPRESSOR TO IGNITION CYCLING SWITCH A/C SIGNAL
_ CLUTCH 59 DK GRN —I PB4
SWITCH

j L CM £O N N JD _ j
r - | PA/PB PINK 24 PIN |
150 BLK .PC/PDPINK 32 PIN, 6-29-94
I MP— ' BC/BD BLUE 32 PINj PS 17591

A/C SIGNAL DIAGNOSIS

Circuit Pescription:
Turning “ON” the air conditioning supplies CKT 59 battery voltage to the A/C compressor clutch and to terminal “PB4” of the
PCM to increase and maintain idle speed.
The PCM does not control the A/C compressor clutch. Therefore, if A/C does not function, refer to the A/C section of the service
manual for diagnosis of the system.
 RESTRICTED EXHAUST SYSTEM CHECK

Proper diagnosis for a restricted exhaust system is essential before any components are replaced. The following procedure
may be used for diagnosis:

DIAGNOSIS:
1. Inspect the entire exhaust system for a collapsed pipe, heat distress, or possible internal muffler failure.
2. If there are no obvious reasons for the excessive backpressure, the catalytic converter is suspected to be restricted and
should be replaced using current recommended procedures. Refer to SECTION 6F of the appropriate service manual.

3-9-93
8S 3984
 DIAGNOSTIC TROUBLE CODE (DTC) IDENTIFICATION
The M IL (Service Engine Soon) will be “ON” if an emission malfunction exists. If the malfunction clears, the lamp will go “OFF’
and the DTC will be stored in the PCM. Any DTCs stored will be cleared if no problem recurs within 50 engine starts.

Q ] important
A ll DTCs with the sign * are transmission related DTCs and have descriptions, diagnostic charts are in SECTION 10A
(4L60E)/10B (4L80E). Remember, always start with the lowest numerical engine DTC first. When diagnosing some
engine DTCs, other transmission symptoms can occur.

DTC NUMBER AND NAME SECTION DTC NUMBER AND NAME SECTION

DTC 13 -Engine Shutoff Solenoid DTC 23 -Accelerator Pedal

Circuit Fault Position 1 Circuit Range Fault

DTC 14 -Engine Coolant *DTC 24 -Vehicle Speed Sensor 10A (4L60E)

Temperature (ECT) Sensor Circuit Circuit Low (Output Speed Signal) 10B (4L80E)
Low (High Temperature Indicated)
DTC 25 -Accelerator Pedal
DTC 15 -Engine Coolant Temperature Position 2 Circuit High
(ECT) Sensor Circuit High
(Low Temperature Indicated) DTC 26 -Accelerator Pedal
Position 2 Circuit Low
DTC 16 -Vehicle Speed Sensor
Buffer Fault DTC 27 -Accelerator Pedal
Position 2 Circuit Range Fault
DTC 17 -High Resolution Circuit
Fault *DTC 28 -Trans Range Pressure 10A (4L60E)
Switch Circuit 10B (4L80E)
DTC 18 -Pump Cam Reference Pulse
Error DTC 29 -Glow Plug Relay Fault 3

DTC 19 -Crankshaft Position DTC 31 -EGR Control Pressure/Baro 3

Reference Error Sensor Circuit Low
(High Vacuum)
DTC 21 -Accelerator Pedal
Position 1 Circuit High DTC 32 EGR Circuit Error

DTC 22 -Accelerator Pedal

Position 1 Circuit Low

5-7-93
PS 17814
 DIAGNOSTIC TROUBLE CODE (DTC) IDENTIFICATION
The M IL (Service Engine Soon) will be “ON” if an emission malfunction exists. If the malfunction clears, the lamp will go “OFF’
and the DTC will be stored in the PCM. Any DTCs stored will be cleared if no problem recurs within 50 engine starts.

| 9 | Important
• All DTCs with the sign * are transmission related DTCs and have descriptions, diagnostic charts are in SECTION 10A
(4L60EV10B (4L80EV Remember, alwavs start with the lowest numerical engine DTC first. When diagnosing some
engine DTCs, other transmission symptoms can occur.

DTC NUMBER AND NAME SECTION DTC NUMBER AND NAME SECTION

DTC 33 -EGR Control Pressure/Baro 3 DTC 47 -Intake Air Temperature 3

Sensor Circuit High Sensor Circuit Low (High Temp
Indicated)
DTC 34 -Injection Timing Stepper 3
Motor Fault DTC 48 -Intake Air Temperature 3
Sensor Circuit High (Low Temp
DTC 35 -Injection Pulse Width Error 3 Indicated)
(Response Time Short)
DTC 49 -Service Throttle Soon Lamp 3
DTC 36 -Injection Pulse Width Error 3 Circuit Fault
(Response Time Long)
DTC 51 -PROM Error 3
*DTC 37 -TCC Brake Switch Stuck 10A (4L60E)
“ON” 10B (4L80E) *DTC 52 - System Voltage High Long 10A (4L60E)
10B (4L80E)
*DTC 38 -TCC Brake Switch Stuck 10A (4L60E)
“OFF” 10B (4L80E) *DTC 53 - System Voltage High 10A (4L60E)
10B (4L80E)
♦DTC 39 -TCC Stuck “O FF’ 10B (4L80E)
DTC 54 -PCM Fuel Circuit Error 3
DTC 41 -Brake Switch Circuit Fault 3
DTC 56 -Injection Pump Calibration 3
DTC 42 -Fuel Temperature Circuit 3 Resistor Error
Low (High Temp Indicated)
DTC 57 -PCM 5 Volt Shorted 3
DTC 43 -Fuel Temperature Circuit 3
High (Low Temp Indicated) *DTC 58 -Trans Fluid Temp Circuit 10A (4L60E)
Low 10B (4L80E)
DTC 44 -EGR Pulse Width Error 3
*DTC 59 -Trans Fluid Temp Circuit 10A (4L60E)
DTC 45 -EGR Vent Error 3 High 10B (4L80E)

DTC 46 -Malfunction Indicator Lamp 3 DTC 61 -Turbo Boost Sensor Circuit 3

Circuit Fault High

DTC 62 -Turbo Boost Sensor Circuit 3

Low

11-2-93
PS 17815
 DIAGNOSTIC TROUBLE CODE (DTC) IDENTIFICATION
The M IL (Service Engine Soon) will be “ON” if an emission malfunction exists. If the malfunction clears, the lamp will go “OFF”
and the DTC will be stored in the PCM. Any DTCs stored will be cleared if no problem recurs within 50 engine starts.

[T ] important
• All DTCs with the sign * are transmission related DTCs and have descriptions, diagnostic charts are in SECTION 10A
(4L60EV10B ('4L80E'). Remember, alwavs start with the lowest numerical engine DTC first. When diagnosing some
engine DTCs, other transmission symptoms can occur.

DTC NUMBER AND NAME SECTION DTC NUMBER AND NAME SECTION

DTC 63 -Accelerator Pedal 3 *DTC 82-1-2 Shift Solenoid Circuit 10A (4L60E)
Position 3 Circuit High 10B (4L80E)

DTC 64 - Accelerator Pedal 3 *DTC 83 -TCC Pwm Solenoid 10B (4L80E)

Position 3 Circuit Low Circuit

DTC 65 -Accelerator Pedal 3 *DTC 84 -Accelerator Pedal Position 10B (4L80E)

Position 3 Circuit Range Fault Circuit Fault

*DTC 66 - 3-2 Control Solenoid 10A (4L60E) *DTC 85 -Undefined Ratio Error 10B (4L80E)
Circuit
*DTC 86 -Low Ratio Error 10B (4L80E)
*DTC 67 -TCC Solenoid Circuit 10A (4L60E)
*DTC 87 -High Ratio Error 10B (4L80E)
*DTC 68 -Trans Component Slipping 10A (4L60E)
10B (4L80E) DTC 88 -TDC Offset Error 3

*DTC 69 -TCC Stuck “ON” 10A (4L60E) DTC 91 -Cylinder Balance Fault 3
10B (4L80E) #1 Cyl

DTC 71 -Set/Coast Switch Fault 3 DTC 92 -Cylinder Balance Fault 3

#2 Cyl
*DTC 72 -Vehicle Speed Sensor 10A (4L60E)
Circuit Loss (Output Speed Signal) 10B (4L80E) DTC 93 -Cylinder Balance Fault 3
#3 Cyl
*DTC 73 -Pressure Control Solenoid 10A (4L60E)
Circuit 10B (4L80E) DTC 94 -Cylinder Balance Fault 3
#4 Cyl
*DTC 74 -Trans Input Speed Sensor 10B (4L80E)
Circuit DTC 95 -Cylinder Balance Fault 3
#5 Cyl
*DTC 75 -System Voltage Low 10A (4L60E)
10B (4L80E) DTC 96 -Cylinder Balance Fault 3
#6 Cyl
DTC 76 - Resume/Accel Switch Fault 3
DTC 97 -Cylinder Balance Fault 3
DTC 78 -Wastegate Solenoid Fault 3 #7 Cyl

*DTC 79 -Trans Fluid Overtemp 10A (4L60E) DTC 98 -Cylinder Balance Fault 3
#8 Cyl
*DTC 81 -2-3 Shift Solenoid Circuit 10A (4L60E)
10B (4L80E) DTC 99 -Accelerator Pedal 3
Position 2 (5 Volt Reference Fault) 5-7-93
PS 17660
 ENGINE HARNESS PCM

PS 17506

DTC 13
ENGINE SHUTOFF SOLENOID
CIRCUIT FAULT
Circuit Description:
When the ignition switch is in the “OFF’ position, the engine shutoff solenoid is in the “No Fuel” position. By providing a ground
path, the PCM energizes the solenoid which then allows fuel to pass into the injection pump.

DTC 13 Will Set When:

• Ignition voltage on CKT 981 when PCM has requested engine shutoff solenoid “ON.”
OR
• No ignition voltage on CKT 981 when PCM has requested engine shutoff solenoid “OFF.”

Action Taken (PCM will default to): A current and history DTC 13 will be stored.

DTC 13 Will Clear When: The fault condition(s) no longer exist, and ignition switch is cycled “OFF” then “ON.”

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. Check for open circuit from ignition switch to the solenoid.
2. Check CKT 981 from solenoid to PCM for open.
Diagnostic Aids: An open in c k t 981 or 339 will cause
a DTC 13.
Also a no start condition will exist. The Tech 1 scan tool
has the ability to turn the engine shutoff solenoid “ON” and
“OFF.” This can be used as a quick operational check.
 DTC 13
ENGINE SHUTOFF SOLENOID
CIRCUIT FAULT

IF PCM IS FAULTY AND MUST BE REPLACED, “TDC OFFSET” MUST BE PROGRAMMED INTO THE NEW PCM.
REFER TO “ON-VEHICLE SERVICE” IN THIS SECTION.
 ENGINE HARNESS CONNECTOR (8 PIN)
I PCM
ENGINE
COOLANT A - 410 YEL ECT SIGNAL
TEMPERATURE
p v ^ v v - £D
(ECT) SENSOR B - TO EGR — TO TFT
CONTROL SENSOR
PRESSURE/BARO (A/T ONLY)
SENSOR (LESS
THAN 8500 GVW)
INTAKE AIR B - i iR
i—U PD6 SENSOR GROUND
TEMPERATURE
(IAT) SENSOR A - 472 TAN PB12 IAT SIGNAL

I PCM CONN. ID__ I

TO BOOST SENSOR AND
CRANKSHAFT POSITION r~PA/PB PINK 24_PIN 1
SENSOR BARO SENSOR I PC/PD PINK 32 PIN f
(GREATER THAN 8500 GVW) I BC/BD BLUE 32 PIN I
6-21-94
NS14045

DTC 14
ENGINE COOLANT TEMPERATURE (ECT) CIRCUIT LOW
(HIGH TEMPERATURE INDICATED)
Circuit Description:
The Engine Coolant Temperature (ECT) sensor is a thermistor that controls signal voltage to the PCM. When the engine is cold,
the sensor resistance is high, therefore the PCM will see high signal voltage. As the engine warms, sensor resistance becomes less and
voltage drops.

DTC 14 Will Set When: Engine coolant temperature greater than 151°C (304°F) for 2 seconds.

Action Taken (PCM will default to): The PCM will use 77°C (171°F) as measured engine coolant temp.

DTC 14 Will Clear When: The fault condition(s) no longer exist.

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. This step determines if DTC 14 is a hard failure or an
intermittent condition.
2. This test will determine if CKT is shorted to ground.
Diagnostic Aids: Check harness routing for a potential
short to ground.
After engine is started, the coolant temperature should rise
steadily to about 85°C (185°F).
The PCM default value will flash on the data screen
intermittently.
Refer to “Intermittents” in SECTION 2.
The “Temperature to Resistance Value” scale at the right
may be used to test the intake air temperature sensor at various
temperature levels to evaluate the possibility of a ’’skewed”
(mis~scaled) sensor. A“skewed” sensor could result in poor
driveability complaints.
 DTC 14
ENGINE COOLANT TEMPERATURE (ECT) CIRCUIT LOW
(HIGH TEMPERATURE INDICATED)

* IF DTC 57 IS ALSO STORED, REFER TO THAT CHART FIRST.

DOES TECH 1 SCAN TOOL DISPLAY ENGINE COOLANT

O TEMPERATURE OF 130°C (266°F) OR HIGHER?

1
YES NO

I
© • DISCONNECT ECT SENSOR.
TECH 1 SCAN TOOL SHOULD DISPLAY
ENGINE COOLANT TEMPERATURE
DTC 14 IS INTERMITTENT. IF NO
ADDITIONAL DTCs WERE STORED, REFER
TO “DIAGNOSTIC AIDS” ON FACING PAGE.
BELOW -30°C (-22°F).
DOES IT?

YES NO

I
REPLACE ECT SENSOR. CKT410 SHORTED TO GROUND
OR
CKT 410 SHORTED TO SENSOR GROUND CIRCUIT
DIAGNOSTIC AID OR
FAULTY PCM.
ENGINE COOLANT TEMPERATURE
SENSOR
TEMPERATURE VS. RESISTANCE VALUES
(APPROXIMATE)
°C °F OHMS
100 212 177
90 194 241
80 176 332
70 158 467
60 140 667
50 122 973
45 113 1188
40 104 1459
35 95 1802
30 86 2238
25 77 2796
20 68 3520
15 59 4450
10 50 5670
5 41 7280 IF PCM IS FAULTY AND MUST BE REPLACED, “TDC OFFSET’
0 32 9420 MUST BE PROGRAMMED INTO THE NEW PCM.
-5 23 12300 REFER TO “ON-VEHICLE SERVICE” IN THIS SECTION.
-10 14 16180
-15 5 21450
-20 -4 28680
-30 -22 52700
-40 -40 100700
 ENGINE HARNESS CONNECTOR (8 PIN)
I —n
r ——
PCM
ENGINE
COOLANT
TEMPERATURE
r \^ V V “
A -
CD 410 YEL ECT SIGNAL

(ECT) SENSOR B " TO EGR

CONTROL
PRESSURE/BARO
SENSOR (LESS
THAN 8500 GVW)
INTAKE AIR B - SENSOR GROUND
TEMPERATURE rv W v -
(IAT) SENSOR A - IAT SIGNAL
i
iL_ _ _ J
TO BOOST SENSOR AND I __ PCM CONN.JD___|
CRANKSHAFT POSITION ' f “ p a /p b " p in k -2 4 p7 n 1
SENSOR BARO SENSOR' I PC/PD PINK 32 PIN j
(GREATER THAN 8500 GVW) I BC/BD BLUE 32 PIN |
6-21-94
NS14045

DTC 15
ENGINE COOLANT TEMPERATURE (ECT) SENSOR CIRCUIT HIGH
(LOW TEMPERATURE INDICATED)
Circuit Description:
The Engine Coolant Temperature (ECT) sensor is a thermistor that controls signal voltage to the PCM. When the engine is cold,
the sensor resistance is high, therefore the PCM will see high signal voltage. As the engine warms, the sensor resistance becomes less
and the voltage drops.

DTC 15 Will Set When:

• Engine coolant temperature less than -36°C (-33°F).
• Engine running for at least 8 minutes.

Action Taken (PCM will default to):

• The PCM will use 18°C (64°F) as measured engine coolant temp.
• Idle increase.

DTC 15 Will Clear When: The fault condition(s) no longer exist.

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. This test determines if DTC 15 is a hard failure or an
intermittent condition.
2. This test will determine if CKT 410 is open, or a faulty
PCM.
Diagnostic Aids: Check harness routing for a potential
short to ground. After engine is started, the ECT temperature
should rise steady to about 85°C(185°F). The default value will
flash intermittently on the data screen.
The “Temperature to Resistance Value” scaled at the right
may be used to test the engine coolant sensor at various
temperature levels to evaluate the possibility of a “skewed”
(mis-scaled) sensor. A “skewed” sensor could result in poor
driveability complaints.
 DTC 15
ENGINE COOLANT TEMPERATURE (ECT) SENSOR CIRCUIT HIGH
(LOW TEMPERATURE INDICATED)

DIAGNOSTIC AID
ENGINE COOLANT TEMPERATURE
SENSOR
TEMPERATURE VS. RESISTANCE VALUES
(APPROXIMATE)
°C °F OHMS
100 212 177
90 194 241
80 176 332
70 158 467
60 140 667
50 122 973
IF PCM IS FAULTY AND MUST BE REPLACED, “TDC
45 113 1188
OFFSET” MUST BE PROGRAMMED INTO THE NEW PCM.
40 104 1459
REFER TO “ON-VEHICLE SERVICE” IN THIS SECTION.
35 95 1802
30 86 2238
25 77 2796
20 68 3520
15 59 4450
10 50 5670
5 41 7280
0 32 9420
-5 23 12300
-1 0 14 16180
-15 5 21450
-2 0 -4 28680
-30 -2 2 52700
-40 -40 100700
 BULKHEAD PCM
CONNECTOR
■821 PPL/WHT

l/P HARNESS
822 LT GRN/BLK • CONNECTOR (23 PIN)
OUTPUT SPEED
AND
VEHICLE SPEED DLC
SENSOR TO
(VSS) VSSINPUT C7 CLUSTER
GAUGES TO
GROUND C8 451 BLK/WHT J ----------------► IGNITION
IGNITION FEED - TO ioAMP SWITCH
C9 39 PNK -------- SIR
TO
VSS OUTPUT CIO 696 WHT------- ANTILOCK
VSS BUFFER
MODULE C11 BULKHEAD
CONNECTOR
VSS INPUT C12 l 821 PPL/WHT
TRANS. OUTPUT C13 437 BRN ----- 437 BRN - PC15 TRANSMISSION
- m — OUTPUT SPEED SIGNAL
VSS OUTPUT C14 817 DK GRN/WHT- VEHICLE SPEED
TO RADIO 817 DK GRN/WHT - BD8 SIGNAL (M/T)
VSS OUTPUT C15 389 DK GRN------ < — I M Y— 817 DK GRN/WHT - PD8 VEHICLE SPEED
SIGNAL (A/T)
TO
SPEEDO
| PA/PB PINK 24 PIN I
.PC/PDPINK 32 PIN.
'BC/BD BLUE 32 PIN1
6-29-94
NS15750

DTC 16
VEHICLE SPEED SIGNAL BUFFER FAULT
Circuit Description:
The speed sensor circuit consists of a magnetic induction type sensor, a vehicle speed sensor buffer module and wiring. Gear teeth
pressed on the output shaft induce an alternating current in the sensor. This signal is transmitted to the buffer. The buffer compensates
for various axle ratios and converts the signal into a square wave for use by the speedometer, cruise control, antilock brake and PCM.
The buffer sends two different signals to the PCM. The CKT 437 circuit relays the transmission output speed which is used to control
shift points, line pressure, TCC, DTC 24 and DTC 72. The CKT 834 circuit relays the vehicle speed which is used to control engine
operating functions and DTC 16. When DTC 24 or 72 is set, second gear only at maximum line pressure will occur.

DTC 16 Will Set When:

• Greater than 20 mph.
• 1000 to 4400 RPM.
• CKT 817 open or grounded.
• All conditions must be met for 2 seconds.

Action Taken (PCM will default to): No cruise control or fuel cutoff.

DTC 16 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF” then “ON.”

DTC Chart Test Description: Number(s) below Diagnostic Aids: Check connections at VSS buffer and
refer to circled number(s) on the diagnostic chart. PCM. Refer to “4L80E or 4L60E Diagnostic Trouble Codes,”
1. This tests for B+ at VSS buffer. Section “ 10” if DTC 24 or DTC 72 is also set.
2. This tests for proper ground path for vehicle speed sensor
signal buffer.
3. This tests for vehicle speed sensor signal buffer signal to
PCM.
4. This tests for a signal from VSS buffer to the PCM.
 DTC 16
VEHICLE SPEED SIGNAL
BUFFER FAULT

IF PCM IS FAULTY AND MUST BE REPLACED, “TDC OFFSET” MUST BE PROGRAMMED INTO THE NEW PCM.
REFER TO “ON-VEHICLE SERVICE” IN THIS SECTION.
 ENGINE HARNESS PCM
CONNECTOR (15 PIN)
OPTICAL FUEL
TEMPERATURE SENSOR
5 VOLT
474 GRY 't- 474 GRY PD10 P v w ^ EFERENCE
442 PNK 982 PNK PD15 CAM SIGNAL
943 PPL i— 983 PPL PD9 HIGH RESOLUTION SIGNAL
987 WHT 987 WHT PD14 SENSOR GROUND
(
1578 YEL f- 1578 YEL PB11
fLjUr T v v v 5VOLT
987 WHT
REFERENCE
-FUEL
1 COJNN:ip_ | TEMPERATURE
SIGNAL
[PA/PBPINK 24 PIN "j
I PC/PD PINK 32 PIN '
I BC/BD BLUE 32 PIN I 8-15-94
NS14321

DTC 17
HIGH RESOLUTION CIRCUIT FAULT
Circuit Description:
The optical sensor provides a high resolution signal to the PCM by counting pulses on the sensor disk located in the injection
pump. The high resolution is one of the most important inputs by the PCM for fuel control and timing.

DTC 17 Will Set When: 8 cam reference pulses without and increase in high resolution counts (internal to PCM).

Action Taken (PCM will default to): Backup fuel.

DTC 17 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF’ then “ON.”

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. This step will determine if there is a 5 volt reference.
2. This step checks the ground circuit.
3. This step will check to see if the sensor is sending a signal
back to the PCM.
Diagnostic Aids: when p c m is in backup fuel, fast idle
and poor performance problems will exist. If DTC 18 is also
stored, there is a possible problem with CKTs 474 or 987. It is
possible DTC 17 may set if there is air in the fuel system, refer
to SECTION 4.
 DTC 17
HIGH RESOLUTION
CIRCUIT FAULT

IF PCM IS FAULTY AND MUST BE REPLACED, “TDC OFFSET” MUST BE PROGRAMMED INTO THE NEW PCM.
REFER TO “ON-VEHICLE SERVICE” IN THIS SECTION.
 ENGINE HARNESS PCM
CONNECTOR (15 PIN)
OPTICAL FUEL
TEMPERATURE SENSOR
5 VOLT
I PD10
" 474 wnY i N
i
474 GRY P V W ^ EFERENCE
B 1 G 982 PNK PD15 CAM SIGNAL
l
c H 983 PPL PD9 HIGH RESOLUTION SIGNAL
i
r% AO? U/UT J 987 WHT PD14 SENSOR GROUND
-------
E 1578 YEL t i K f - 1578 YEL
? ' PB11 + A /W *—
T 5 VOLT
F
REFERENCE
i-------------- 1 -FUEL
1 C O N N.ID _ | TEMPERATURE
SIGNAL
r PA/PBPINK 24 PIN "J
> PC/PD PINK 32 PIN I
i BC/BD BLUE 32 PIN I 6-15-94
L________________ I NS14321

DTC 18
PUMP CAM REFERENCE PULSE ERROR
Circuit Description:
The optical sensor also provides a Pump Cam signal to the PCM by counting pulses on the sensor disk located in the injection
pump. The Pump Cam reference pulse is one of the most important inputs by the PCM for timing and start of injection.

DTC 18 Will Set When: 8 cam reference pulses missed for every crankshaft position pulse.

Action Taken (PCM will default to): Backup fuel.

DTC 18 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF” then “ON.”

DTC Chart Test Description: Number(s) below Diagnostic Aids: When the PCM is in backup fuel,
refer to circled number(s) on the diagnostic chart. rough idle and poor performance problems will exist. If DTC 17
1. This step determines if it is the result of a hard failure or is stored, there is a possible problem with CKTs 474 or 987.
intermittent. To further aid in diagnosing “intermittents”, vehicle should
2. This step checks 5 volt reference circuits. be test driven with coolant temps above 185°F.
3. This step checks ground circuit.
4. This step checks to see if the optical/fuel temperature
sensor is sending a signal to the PCM and to check
CKT982 for an open.
 DTC 18
PUMP CAM REFERENCE
PULSE ERROR

IF PCM IS FAULTY AND MUST BE REPLACED, “TDC OFFSET” MUST BE PROGRAMMED INTO THE NEW PCM.
REFER TO “ON-VEHICLE SERVICE” IN THIS SECTION.
 TO ECT AND IAT SENSORS
CRANKSHAFT POSITION SENSOR PCM
A 643 YEL CRANKSHAFT
'M S POSITION SIGNAL
B
416 QRY PC10 5 VOLT
REFERENCE
TO EGR CONTROL
PRESSURE/BARO SENSOR
BOOST (LESS THAN 8500 GVW)
SENSOR
{TURBO 432 LT GRN PC7 BOOST SIGNAL
ONLY) i i (TURBO ONLY)
k_ _ j

| PCM CONN. ID | BARO SENSOR

r,
. PA/PB PINK 24 PIN (GREATER THAN 8500 GVW)
! PC/PD PINK 32 PIN 6-17-94
[BC/BD BLUE 32 PIN 1 NS 14319

DTC 19
CRANKSHAFT POSITION REFERENCE ERROR
Circuit Description:
The crankshaft position sensor is a “Hall-effect” type sensor that monitors crankshaft position and speed. There are four teeth 90°
apart on the front of the crankshaft sprocket that induce a pulse in the sensor which is transmitted to the PCM.

DTC 19 Will Set When: 8 crankshaft position pulses missed for every cam reference pulse.

Action Taken (PCM will default to): Backup fuel.

DTC 19 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF’ then “ON.”

DTC Chart Test Description: Number(s) below Diagnostic Aids: when p c m is in backup fuel, fast idle
refer to circled number(s) on the diagnostic chart. and poor performance will exist.
1. This step will determine if DTC 19 is the result of a hard Check for good connection at crankshaft position sensor
failure or an intermittent condition. and at PCM.
2. This step checks the 5 volt reference.
3. This step checks the ground circuit.
4. This step checks the sensor and harness wiring.
 DTC 19
CRANKSHAFT POSITION
REFERENCE ERROR

IF PCM IS FAULTY AND MUST BE REPLACED, “TDC OFFSET” MUST BE PROGRAMMED INTO THE NEW PCM.
REFER TO “ON-VEHICLE SERVICE” IN THIS SECTION.
 PCM
ACCELERATOR PEDAL
POSITION (APP) MODULE l/P HARNESS CONNECTOR
(10-PIN)
G 997 WHT/BLK ----- 997 WHT/BLK BD2 _J\AAA__5 VOLT
' REFERENCE
APP 1
F 992DKBLU --------- - 992 OK BLU PC4 SENSOR SIGNAL
SENSOR
A 998 BRN ----- 998 BRN PD4 -----j SENSOR GROUND
D 996 TAN ----- 996 TAN PB7 5 VOLT
APP 2 REFERENCE
SENSOR _C_ 993 LT BLU 993 LT BLU PC3 SENSOR SIGNAL
B 999 PPL — — 999 PPL PD3 -----j SENSOR GROUND
E 995 YEL/BLK 995 YEL/BLK PD11 -AMA-=" 5 VOLT
APP 3 REFERENCE
SENSOR K 994 DK QRN - 994 DK QRN PB10 SENSOR SIGNAL
J ----- 961 QRY PD5 SENSOR GROUND

I PCM CONN. ID I
I -----------------------------------J
I PA/PB PINK 24 PIN I
' PC/PD PINK 32 PIN !
| BC/BD BLUE 32 PIN j

6-20-94
NS14054

DTC 21
ACCELERATOR PEDAL POSITION (APP) 1 CIRCUIT HIGH
Circuit Description:
The Accelerator Pedal Position (APP) module provides a voltage signal that changes relative to accelerator position. There are
three sensors located within the APP module that are scaled differently.

DTC 21 Will Set When: Voltage is greater than 4.75 volts for 2 seconds on APP 1 sensor.

Action Taken (PCM will default to): The input from APP 1 sensor is ignored. A current and history DTC will set but it
will not turn on the “ Service Throttle Soon” lamp. The throttle will operate normally as long as there is only one sensor
malfunctioning. If two different APP sensors have a malfunction, the “Service Throttle Soon” lamp will light and the PCM will
limit power. If three APP sensors have a malfunction present, the “Service Throttle Soon” lamp will light and the PCM will only
allow the engine to operate at idle.

DTC 21 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF’ then “ON.”

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. This step determines if DTC 21 is the result of a hard
failure or an intermittent condition.
2. This step checks the PCM and wiring.
3. This will check for an open in ground CKT 998.
Diagnostic Aids: A scan tool reads APP 1 position in
volts. Should read about .45 to .95 volt with throttle closed and
ignition “ON” or at idle. Voltage should increase at a steady
rate as throttle is moved toward Wide Open Throttle (WOT).
Also, 90% pedal travel is acceptable for correctO APP
operation.
Scan APP 1 sensor while depressing accelerator pedal with
engine stopped and ignition “ON.” Display should vary from
about .74 volt when throttle was closed to about 3.7 volt when
throttle is held at Wide Open Throttle (WOT) position.
A DTC 21 will result if CKT 998 is open or CKT 992 is
shorted to voltage.
Refer to “Intermittent” in SECTION 2.
 DTC 21
ACCELERATOR PEDAL POSITION (APP) 1
CIRCUIT HIGH

IF PCM IS FAULTY AND MUST BE REPLACED, “TDC OFFSET” MUST BE PROGRAMMED INTO THE NEW PCM.
REFER TO “ON-VEHICLE SERVICE” IN THIS SECTION.
 PCM
ACCELERATOR PEDAL
POSITION (APP) MODULE l/P HARNESS CONNECTOR
(10-PIN)
BD2 5 VOLT
997 WHT/BLK ----- 997 WHT/BLK REFERENCE
APP 1 PC4 SENSOR SIGNAL
SENSOR 992DKBLU --------- B - 992 DK BLU
998 BRN ----- 998 BRN PD4 -----j SENSOR GROUND
996 TAN ----- 996 TAN PB7 -AM/C=" 5 VOLT
APP 2 REFERENCE
SENSOR 993 LT BLU 993 LT BLU PC3 SENSOR SIGNAL
999 PPL — ---- 999 PPL PD3 -----j SENSOR GROUND
995 YEL/BLK 995 YEL/BLK PD11 -AM/CET 5 VOLT
APP 3 REFERENCE
SENSOR 994 DK GRN - 994 DK GRN PB10 SENSOR SIGNAL
----- 961 GRY PD5 SENSOR GROUND

A B C D E l PCM CONN. ID I
L ---------------------------------------J
K J H G F l PA/PB PINK 24 PIN I
j PC/PD PINK 32 PIN !
j BC/BD BLUE 32 PIN j

APP MODULE CONNECTOR

6-20-94
NS14054

DTC 22
ACCELERATOR PEDAL POSITION (APP) 1 CIRCUIT LOW
Circuit Description:
The Accelerator Pedal Position (APP) module provides a voltage signal that changes relative to accelerator position. There are
three sensors located within the APP module that are scaled differently.

DTC 22 Will Set When: Voltage is less than .25 volt for 2 seconds on APP 1 sensor.

Action Taken (PCM will default to): The input from APP 1 sensor is ignored. A current and history DTC will set but it
will not turn on the “Service Throttle Soon” lamp. The throttle will operate normally as long as there is only one sensor
malfunctioning. If two different APP sensors have a malfunction, the “Service Throttle Soon” lamp will light and the PCM will
limit power. If three APP sensors have a malfunction present, the “Service Throttle Soon” lamp will light and the PCM will only
allow the engine to operate at idle.

DTC 22 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF” then “ON.”

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. This step determines if DTC 22 is the result of a hard
failure or an intermittent condition.
2. This step checks the PCM and wiring.
3. This step will determine if there is a faulty connection or
sensor.
4. This step will check the ground circuit.
Diagnostic Aids: a scan tool reads a p p i position in
volts. Should read about .45 to .95 volt with throttle closed and
ignition “ON” or at idle. Voltage should increase at a steady
rate as throttle is moved toward Wide Open Throttle (WOT).
Also, 90% pedal travel is acceptable for correct APP
operation.
Scan TP sensor while depressing accelerator pedal with
engine stopped and ignition “ON.” Display should vary from
about .74 volt when throttle is closed to about 3.7 volts when
throttle is held at Wide Open Throttle (WOT) position.
A DTC 22 will result if circuit is open.
 DTC 22
ACCELERATOR PEDAL POSITION (APP) 1
CIRCUIT LOW

IF PCM IS FAULTY AND MUST BE REPLACED, “TDC OFFSET’ MUST BE PROGRAMMED INTO THE NEW PCM.
REFER TO “ON-VEHICLE SERVICE” IN THIS SECTION.
 PCM
ACCELERATOR PEDAL
POSITION (APP) MODULE l/P HARNESS CONNECTOR
(10-PIN)
G 997 WHT/BLK ---- 997 WHT/BLK BD2 u ma - 5V0LT
“ VW REFERENCE
APP 1 PC4 SENSOR SIGNAL
SENSOR
.— —
F 992DKBLU -------- - 992 DK BLU
A 998 BRN ----- 998 BRN PD4 ----- SENSOR GROUND
D 996 TAN ----- 996 TAN PB7 -AM/CE" 5 VOLT
APP 2 REFERENCE
SENSOR C 993 LT BLU 993 LT BLU PC3 SENSOR SIGNAL
B 999 PPL — ---- 999 PPL PD3 —j SENSOR GROUND
E 995 YEL/BLK 995 YEL/BLK PD11 -AMA-= 5 VOLT
APP 3 REFERENCE
SENSOR K 994 DK QRN - 994 DK QRN PB10 SENSOR SIGNAL
J ----- 961 QRY PD5 ~~1 SENSOR GROUND

A B C D E I PCM CONN. ID I
I -------------- j
K J H G F I PA/PB PINK 24 PIN I
j PC/PD PINK 32 PIN J
| BC/BD BLUE 32 PIN j

APP MODULE CONNECTOR

6-20-94
NS14054

DTC 23
ACCELERATOR PEDAL POSITION (APP) 1 CIRCUIT RANGE FAULT
Circuit Description:
The Accelerator Pedal Position (APP) module provides a voltage signal that changes relative to accelerator pedal position.
There are three sensors located within the APP module that are scaled differently.

DTC 23 Will Set When: PCM has recognized a “skewed” (mis-scaled) sensor. The PCM compares all three sensors to each
other and determines if there is a 6% difference between APP 1 and APP 2 and a 10% difference to APP 3.

Action Taken (PCM will default to): The input from APP 1 sensor is ignored. A current and history DTC will set
but it will not turn on the “ Service Throttle Soon” lamp. Throttle will operate normally as long as there is only one malfunction
present. If there are two APP malfunctions present, the PCM will turn “ON” the “Service Throttle Soon” lamp and limit power. If a
third APP malfunction is present, the “Service Throttle Soon” lamp will be “ON” and only allow the engine to operate at idle.

DTC 23 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “O FF’ then “ON”.

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. This step determines if there is a good 5 volt reference.
2. This step will check for an open in the ground circuit.
Diagnostic Aids: a scan tool reads a p p i position in
volts. Should read about .45 to .95 volt with throttle closed and
ignition “ON” or at idle. Voltage should increase at a steady
rate as throttle is moved toward Wide Open Throttle (WOT).
Also, 90% pedal travel is acceptable for correct APP
operation.
Scan APP 1 sensor while depressing accelerator pedal with
engine stopped and ignition “ON.” Display should vary from
about ,14 volt when throttle was closed to over about 3.7 volts
when throttle is held at Wide Open Throttle (WOT) position.
 DTC 23
ACCELERATOR PEDAL POSITION (APP) 1
CIRCUIT RANGE FAULT

IF PCM IS FAULTY AND MUST BE REPLACED, “TDC OFFSET” MUST BE PROGRAMMED INTO THE NEW PCM.
REFER TO “ON-VEHICLE SERVICE” IN THIS SECTION.
 PCM
ACCELERATOR PEDAL
POSITION (APP) MODULE l/P HARNESS CONNECTOR
(10-PIN)
BD2 5 VOLT
G 997 WHT/BLK 997 WHT/BLK “ V¥V REFERENCE
APP1 PC4 SENSOR SIGNAL
SENSOR F 992 DK BLU - - 992 DK BLU
A 998 BRN ----- ------ 998 BRN PD4 ---- 1 SENSOR GROUND
D 996 TAN ----- ------ 996 TAN PB7 5 VOLT
APP 2 REFERENCE
SENSOR C 993 LT BLU 993 LT BLU PC3 SENSOR SIGNAL
B 999 PPL — ---- 999 PPL PD3 ---- j SENSOR GROUND
E 995 YEL/BLK PD11 VOLT5
995 YEL/BLK
APP 3 REFERENCE
SENSOR — w — ~K 994 DK QRN - 994 DK QRN PB10 SENSOR SIGNAL
J ----- 961 QRY PD5 SENSOR GROUND

A B C D E I PCM CONN. ID I
K J H G F I “ >A/PB_PiNK 24 PIN~ I
' PC/PD PINK 32 PIN '
| BC/BD BLUE 32 PIN |

APP MODULE CONNECTOR

6-20-94
NS 14054

DTC 25
ACCELERATOR PEDAL POSITION (APP) 2 CIRCUIT HIGH
Circuit Pescription:
The Accelerator Pedal Position (APP) module provides a voltage signal that changes relative to accelerator position. There are
three sensors located within the APP module that are scaled differently.

PTC 25 Will Set When: Voltage is greater than 4.75 volts for 2 seconds on APP 2 sensor.

Action Taken (PCM will default to): The input from APP 2 sensor is ignored. A current and history DTC will set but it
will not turn on the “Service Throttle Soon” lamp. The throttle will operate normally as long as there is only one malfunction
present. If two different APP sensors have a malfunction, the “Service Throttle Soon” lamp will light and the PCM will limit power.
If three APP sensors have a malfunction present, the “Service Throttle Soon” lamp will light and the PCM will only allow the
engine to operate at idle.

DTC 25 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF’ then “ON.”

PTC Chart Test Pescription: Number(s) below Also, 90% pedal travel is acceptable for correct APP
refer to circled number(s) on the diagnostic chart. operation.
1. This step determines if DTC 25 is a hard failure or an Refer to SECTION 2 for “Intermittents.”
intermittent condition. Scan APP 2 signal while depressing accelerator pedal with
2. This will check for an open in ground CKT 999. engine stopped and ignition “ON.” Display should vary from
3. This step checks the PCM and wiring. about 4.5 volts when throttle was closed to about 1.5 volts when
throttle is held at Wide Open Throttle (WOT) position.
Piagnostic Aids: A Tech 1 scan tool reads APP 2
position in volts and should read about 4.5 volts with throttle
closed and ignition “ON” or at idle. Voltage should decrease at
a steady rate as throttle is moved toward WOT.
 DTC 25
ACCELERATOR PEDAL POSITION (APP) 2 CIRCUIT HIGH

IGNITION “ON," ENGINE “OFF.”

© DOES SCAN TOOL DISPLAY APP 2
VOLTAGE GREATER THAN 4.75 VOLTS?

a _
YES NO
m 3 = _______________
• DISCONNECT APP MODULE. DTC 25 IS INTERMITTENT. IF NO
© • PROBE APP 2 HARNESS TERMINAL “B’ ADDITIONAL DTCs WERE STORED,
WITH TEST LIGHT CONNECTED TO B+. REFER TO “DIAGNOSTIC AIDS” ON
IS TEST LIGHT “ON”? FACING PAGE.

_L_
NO
H Z _____________
CKT 999 OPEN
® OR
FAULTY PCM CONNECTION
OR
FAULTY PCM.

_L_
NO
=1=1____________________
OPEN CKT 993 OR SHORTED
OR
FAULTY PCM CONNECTION
OR
FAULTY PCM.

IF PCM IS FAULTY AND MUST BE REPLACED, “TDC OFFSET” MUST BE PROGRAMMED INTO THE NEW PCM.
REFER TO “ON-VEHICLE SERVICE” IN THIS SECTION.

WHEN ALL DIAGNOSIS AND REPAIRS ARE COMPLETED, CLEAR DTC(s) AND VERIFY PROPER OPERATION. 4 . 1 9 .9 3
NS 15528
 PCM
ACCELERATOR PEDAL
POSITION (APP) MODULE l/P HARNESS CONNECTOR
(10-PIN)
G 997 WHT/BLK — 997 WHT/BLK BD2 LAAAA__» V0«-T
n rw REFERENCE
APP 1
F 992DKBLU - ------ 992 DK BLU PC4 SENSOR SIGNAL
SENSOR
A 998 BRN ---- -----------998 BRN PD4 ---- j SENSOR GROUND
D 996 TAN ---- 996 TAN PB7 -A/\A/£=" 5 VOLT
APP 2 .- REFERENCE
SENSOR _C_ 993 LT BLU 993 LT BLU PC3 SENSOR SIGNAL
B 999 PPL — ---- 999 PPL PD3 SENSOR GROUND
g 995 YEL/BLK PD11 -4M /^= 5 VOLT
995 YEL/BLK
APP 3 REFERENCE
SENSOR ^ —w — “ k
994 DK GRN - 994 DK GRN PB10 SENSOR SIGNAL
J ----- 961 GRY PD5 —j SENSOR GROUND

I PCM CONN. ID I
I ~ _PA/PB_PiNK 24 PIN_ I
I PC/PD PINK 32 PIN j
I BC/BD BLUE 32 PIN |

6-20-94
NS 14054

DTC 26
ACCELERATOR PEDAL POSITION (APP) 2 CIRCUIT LOW
Circuit Description:
The Accelerator Pedal Position (APP) module provides a voltage signal that changes relative to accelerator position. There are
three sensors located within the APP module that are scaled differently.

DTC 26 Will Set When: voltage is less than .25 volt for 2 seconds on APP 1 sensor.

Action Taken (PCM will default to): The input from the sensor is ignored. A current and history DTC will set but it
will not turn on the “ Service Throttle Soon” lamp. The throttle will operate normally as long as there is only one malfunction
present. If two different APP sensors have a malfunction, the “Service Throttle Soon” lamp will light and the PCM will limit power.
If three APP sensors have a malfunction present, the “Service Throttle Soon” lamp will light and the PCM will only allow the
engine to operate at idle.

DTC 26 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF’ then “ON.”

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. This step determines if DTC 26 is the result of a hard
failure or an intermittent condition.
2. This step checks the PCM and wiring.
3. This will check the PCM and CKT 993.
Diagnostic Aids: a Tech 1 scan tool reads a p p 2
position in volts and should read about 4.5 volts with throttle
closed and ignition “ON” or at idle. Voltage should decrease at
a steady rate as throttle is moved toward WOT.
An open or short to ground in CKT 996 or 993 will result
in a DTC 26.
Refer to SECTION 2 for “Intermittents.”
Scan APP 2 sensor while depressing accelerator pedal with
engine stopped and ignition “ON.” Display should vary from
about 4.5 volts when throttle was closed to about 1.5 volts when
throttle is held at Wide Open Throttle (WOT) position.
 DTC 26
ACCELERATOR PEDAL POSITION (APP) 2 CIRCUIT LOW

IF PCM IS FAULTY AND MUST BE REPLACED, “TDC OFFSET” MUST BE PROGRAMMED INTO THE NEW PCM.
REFER TO “ON-VEHICLE SERVICE” IN THIS SECTION.

WHEN ALL DIAGNOSIS AND REPAIRS ARE COMPLETED, CLEAR DTC(s) AND VERIFY PROPER OPERATION. 4-16-93
NS 15529
 PCM
ACCELERATOR PEDAL
POSITION (APP) MODULE l/P HARNESS CONNECTOR
(10-PIN)
U 997 WHT/BLK 997 WHT/BLK BD2 -J\M/U_5VOLT
|V W REFERENCE
APP 1 PC4 SENSOR SIGNAL
F 992DKBLU - - 992 DK BLU
SENSOR
A 998 BRN ----- ------ 998 BRN PD4 -----1 SENSOR GROUND
D 996 TAN ----- 996 TAN PB7 5 VOLT
APP 2 REFERENCE
SENSOR 1 * - ^ - C 993 LT BLU 993 LT BLU PC3 SENSOR SIGNAL
B 999 PPL — — 999 PPL PD3 -----4 SENSOR GROUND
E 995 YEL/BLK PD11 5 VOLT
995 YEL/BLK
APP 3 REFERENCE
SENSOR — W 1— K 994 DK CRN - 994 DK GRN PB10 SENSOR SIGNAL
----- 961 GRY PD5 SENSOR GROUND

i PCM CONN. ID I
I ” "p A/PbT |N K 24 PIN~ I
! PC/PD PINK 32 PIN J
i BC/BD BLUE 32 PIN j

6-20-94
NS14054

DTC 27
ACCELERATOR PEDAL POSITION (APP) 2 CIRCUIT RANGE FAULT
Circuit Description:
The Accelerator Pedal Position (APP) module provides a voltage signal that changes relative to accelerator position. There are
three sensors located within the APP module that are scaled differently.

DTC 27 Will Set When: PCM has recognized a “skewed” (mis-scaled) sensor. The PCM compares all three sensors to each
other (percentage to voltage chart) and determines if there is a 6% difference between APP 1 and APP 2 and a 10% difference to
APP 3.

Action Taken (PCM will default to): The input from APP 2 sensor is ignored. A current and history DTC will set but it
will not turn on the “ Service Throttle Soon” lamp. Throttle will operate normally as long as there is only one malfunction present. If
there are two APP malfunctions present, the PCM will then turn “ON” the “Service Throttle Soon” lamp and limit power. If a third
APP malfunction is present, the “ Service Throttle Soon” lamp will be “ON” and will only allow the engine to operate at idle.

DTC 27 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF’ then “ON.”

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. This step determines if there is a good 5 volt reference.
2. This step will check for an open in the ground circuits.
Diagnostic Aids: A Tech 1 scan tool reads APP 2
position in volts and should read about 4.5 volts with throttle
closed and ignition “ON” or at idle. Voltage should decrease at
a steady rate as throttle is moved toward WOT.
Also, 90% pedal travel is acceptable for correct APP
operation.
Refer to SECTION 2 for “Intermittents.”
Scan APP 2 sensor while depressing accelerator pedal with
engine stopped and ignition “ON.” Display should vary from
about 4.5 volts when throttle was closed to about 1.5 volts when
throttle is held at Wide Open Throttle (WOT) position,
 DTC 27
ACCELERATOR PEDAL POSITION (APP) 2
CIRCUIT RANGE FAULT

IF PCM IS FAULTY AND MUST BE REPLACED, “TDC OFFSET” MUST BE PROGRAMMED INTO THE NEW PCM.
REFER TO “ON-VEHICLE SERVICE” IN THIS SECTION.
 EGR SOLENOID TO WATER IN TO EGR VENT
PCM
(VEHICLES LESS THAN FUEL SENSOR SOLENOID
8500 GVW) (VEHICLES LESS THAN
8500 GVW)
TO GLOW PLUG
IGNITION ----- — -- TO FUEL HEATER
SWITCH 20 AMP
JUNCTION A — 539 PNK
BLOCK GLOW PLUG
b+ — •— r*r 2 RED
B — 505 YEL
C — 150 BLK
RELAY CONTROL

D
_E_ __
L
—
_ ENGINE
GROUND

"GLOW PLUG” 503 ORN

LAMP
GLOW PLUG
503 ORN----

507 DK BLU GLOW PLUG SIGNAL

PCM CONN. ID J 509 ORN/BLK

J PA/PB PINK 24 PIN j
I PC/PD PINK 32 PIN |
I BC/BD BLUE 32 PIN I

7-1-94
NS14762

DTC 29
GLOW PLUG RELAY CIRCUIT FAULT
Circuit Description:
The glow plug system is used to assist in providing the heat required to begin combustion during engine starting at cold ambient
temperatures. The glow plugs are heated before and during cranking, as well as initial engine operation. The PCM controls the glow
plugs by sending a B+ signal.
DTC 29 Will Set When:
• Glow plugs commanded “ON” and “glow plug volts” is less than .8 volt.
OR
• Glow plugs “OFF” and “glow plug volts” is greater that .8 volt.
OR
• “ System voltage” exceeds “glow plug volts” by 2 volts.
Action Taken (PCM will default to): Hard start.
DTC 29 Will Clear When: The fault condition(s) no longer exist.
DTC Chart Test Description: Number(s) below 5. This step will determine if CKT 505 is open.
refer to circled number(s) on the diagnostic chart. 6. This step will check relay and wiring.
1. This step will determine if DTC 29 is a hard failure. Diagnostic Aids: If glow plug relay was stuck in the
2 . The Tech 1 scan tool may not display system voltage. The “ON” position, check for proper operation of glow plugs, refer
important thing is that the PCM is cycling voltage “ON” to SECTION 7. When glow plugs are commanded “ON” by
and “OFF” indicating that the PCM is OK. the Tech 1, an internal PCM timer protects the glow plugs from
This step will check relay feed circuit. damage by cycling them “ON” for 3 seconds and the “OFF”
This step will check relay ground. for 12 seconds.
 DTC 29
GLOW PLUG RELAY
© INSTALL TECH 1 SCAN TOOL. CIRCUIT FAULT
IGNITION “ON,” ENGINE “OFF.”
COMMAND GLOW PLUGS “ON.”
DOES “GLOW PLUG VOLTS” DISPLAY B+
WHEN GLOW PLUGS COMMANDED “ON”?

| no " YES

COMMAND GLOW PLUGS “ON.” DTC 29 IS INTERMITTENT. IF NO

© DOES SCAN TOOL DISPLAY “GLOW PLUG RELAY” OTHER DTCs ARE STORED,
VOLTAGE CYCLING “ON” AND “OFF”? REFER TO “DIAGNOSTIC AIDS.”

YES

DISCONNECT GLOW PLUG RELAY CONNECTOR.

© IGNITION “ON,” ENGINE “OFF.”
WITH TEST LIGHT CONNECTED TO GROUND, PROBE
GLOW PLUG RELAY HARNESS TERMINAL “A”.
IS TEST LIGHT “ON”?

YES NO

CONNECT TEST LIGHT BETWEEN GLOW OPEN CKT 39.

© PLUG HARNESS TERMINALS “A” AND “C”
IS TEST LIGHT “ON”?

YES NO

• GLOW PLUG HARNESS STILL DISCONNECTED. OPEN CKT 150.

© • WITH TEST LIGHT CONNECTED TO GROUND,
PROBE HARNESS TERMINAL “B”.
• COMMAND GLOW PLUGS “ON.”
IS TEST LIGHT “ON”?

YES NO

© RECONNECT GLOW PLUG RELAY.

WITH TEST LIGHT CONNECTED TO GROUND,
OPEN CKT 505
OR
PROBE GLOW PLUG SIDE OF RELAY. FAULTY PCM CONNECTIONS
COMMAND GLOW PLUG “ON.” OR
DOES TEST LIGHT COME “ON”? PCM.

YES NO
X X
OPEN GLOW PLUG SIGNAL CIRCUIT OPEN CKT
OR OR
FAULTY PCM CONNECTION FAULTY CONNECTION
OR OR
FAULTY PCM. FAULTY GLOW PLUG RELAY.

IF PCM IS FAULTY AND MUST BE REPLACED, “TDC OFFSET” MUST BE PROGRAMMED INTO THE NEW PCM.
REFER TO “ON-VEHICLE SERVICE” IN THIS SECTION.
 TFT
SENSOR
TO BOOST TO ECT, IAT AND
CRANKSHAFT
PCM
SENSOR
(A/T ONLY) (TURBO ONLY) POSITION SENSOR

>452 BLK SENSOR GROUND

EGR CONTROL
PRESSURE/BARO " S _____ B 433 GRY/BLK EGR CONTROL
SENSOR PRESSURE/BARO SIGNAL
C 416 GRY
-----V /f -----5 VOLT
EGR REFERENCE
VALVE

| PCM CONN. ID I
I'PA/PB—PINK "24 p! n 1
I PC/PD PINK 32 PIN I TO EGR VENT TO BOOST
[BC/BD BLUE 32 PINj SOLENOID SENSOR
(TURBO ONLY) 6-17-94
PS 16975

DTC 31
EGR CONTROL PRESSURE/BARO SENSOR CIRCUIT LOW
(HIGH VACUUM)
Circuit Description:
A MAP sensor is used to monitor the amount of vacuum in the EGR circuit. It senses the actual vacuum in the EGR vacuum line
and sends a signal back to the PCM. This signal is used to control EGR duty cycle calculated by the PCM.

DTC 31 Will Set When: EGR pressure is less than 15 kPa for 2 seconds.

Action Taken (PCM will default to): The PCM will shut down the EGR system.

DTC 31 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF” the “ON.”

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. This step determines if DTC 31 is a hard failure or an
intermittent condition..
2. Jumpering harness terminals “B” to “C” (5 volts to signal
circuit) will determine if the sensor is at fault, or if there is
a problem with the PCM or wiring.
3. The Tech 1 scan tool may not display 5 volts. Hie
important thing is that the PCM recognized the voltage as
more than 4 volts, indicating that the PCM and CKT 433
are OK.
Diagnostic Aids: With the ignition “ON” and the
engine stopped, the EGR pressure is equal to atmospheric
pressure with the signal voltage being high. The information is
used by the PCM as an indication of vehicle altitude.
Comparison of this reading with a known good vehicle with the
same sensor is a good way to check accuracy of a “ suspect”
sensor. Readings should be the same ± .4 volt.
An intermittent open in CKT 433 or CKT 416 will result in
a DTC 31.
 DTC 31
EGR CONTROL PRESSURE/BARO SENSOR CIRCUIT LOW
(HIGH VACUUM)

IF DTC 57 IS ALSO STORED, REFER TO THAT CHART FIRST.

IF PCM IS FAULTY AND MUST BE REPLACED, “TDC OFFSET” MUST BE PROGRAMMED INTO THE NEW PCM.
REFER TO “ON-VEHICLE SERVICE” IN THIS SECTION.
 TO ECT, IAT, BOOST AND
CRANKSHAFT POSITION SENSORS PCM
TO SENSOR
TO VACUUM A —• ---- AW BLlf - PD6
EGR CONTROL GROUND
WASTEGATE PUMP
PRESSURE/BARO B - 433 GRY/BLK - PC5 MAP SIGNAL
SENSOR rs —
C —f — 416 GRY - 5V REFERENCE

TO BOOST AND
CRANKSHAFT
POSITION SENSOR

w am m

n A EGR VENT
> CONTROL
B
H

TO
BOOST SOLENOID ^IGNITION
(TURBO VEHICLE ONLY) 20 AMP SWITCH
EGR
435 GRY - BC15 CONTROL
PCM CONN. ID _j 972 YEL PA3 BOOST
CONTROL
PA/PB • PINK ■ 24 PIN j
PC/PD ■ PINK - 32 PIN i
BC/BD - BLUE - 32 PIN i 6-20-94
NS14318

DTC 32
EGR CIRCUIT ERROR
Circuit Description:
The PCM operates a solenoid to control the EGR valve. This solenoid is normally open. By providing a ground path the PCM
energizes the solenoid which then allows vacuum to pass to the EGR.
During normal operation, the PCM compares its desired EGR signal with the EGR pressure signal and makes corrections in the
duty cycle accordingly. If there is a difference in the PCM command and what is at the EGR valved sensed by the EGR control
pressure/BARO sensor, the PCM makes minor adjustments to correct.

DTC 32 Will Set When:

• RPM greater than 506.
• No DTC 31 or 33 stored.
• 50 kPa difference between desired EGR and EGR pressure for 25.5 seconds.

Action Taken (PCM will default to): The p c m will shut down the e g r .

DTC 32 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF’ then “ON.”

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. This step determines if DTC 32 is a hard failure or an
intermittent.
2. This step checks vacuum at EGR vent solenoid.
3. This step checks the EGR valve.
Diagnostic Aids: a vacuum leak or a pinched vacuum
line may cause a DTC 32. Check all vacuum lines and
components connected to the hoses for leaks or sharp bends,
Check vacuum source to EGR solenoid. Also check for small
leak in EGR valve, and proper vacuum line routing.
 DTC 32
EGR CIRCUIT ERROR

Important
• THE PCM WILL SHUT DOWN THE EGR SYSTEM IN 15 SECONDS. TO PROPERLY DIAGNOSIS EGR
SYSTEM, IGNITION SHOULD BE CYCLED "ON" AND “OFF” BEFORE EACH PROCEDURE.

IF PCM IS FAULTY AND MUST BE REPLACED, “TDC OFFSET” MUST BE PROGRAMMED INTO THE NEW PCM.
REFER TO “ON-VEHICLE SERVICE” IN THIS SECTION.
 TFT
SENSOR
TO BOOST TO ECT, IAT AND PCM
SENSOR CRANKSHAFT
(A/T ONLY) (TURBO ONLY) POSITION SENSOR

-452 BLK SENSOR GROUND

EGR CONTROL
PRESSURE/BARO 433 GRY/BLK EGR CONTROL
SENSOR PRESSURE/BARO SIGNAL
416 GRY
---- 'VW-----5 VOLT
EGR REFERENCE
VALVE

| PCM CONN. ID I
TPA/PB-pTnK ~24 PIn"|
1 PC/PDPINK 32 PIN TO EGR VENT TO BOOST
[BC/BD BLUE 32 PIN 1 SOLENOID SENSOR
(TURBO ONLY) 6-17-94
PS 16975

DTC 33
EGR CONTROL PRESSURE/BARO SENSOR CIRCUIT HIGH
(LOW VACUUM)
Circuit Description:
A EGR control pressure/BARO sensor is used to monitor the amount of vacuum in the EGR circuit. It senses the actual vacuum
in the EGR vacuum line and sends a signal back to the PCM. The signal is used to control EGR duty cycle calculated by the PCM.

DTC 33 Will Set When:

• EGR vent “OFF.”
• Desired EGR is less than or equal to 60 kPa.
• EGR pressure is greater than 101 kPa.

Action Taken (PCM will default to): pcm will shut off e g r system.

DTC 33 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF’ then “ON.”

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. This step determines if DTC 33 is a hard failure or an
intermittent condition.
2. This step simulates conditions for a DTC 31. If the PCM
recognizes the change, the PCM and CKT 433 and
CKT 416 are OK.
Diagnostic Aids: With the ignition “ON” and the
engine stopped, the manifold pressure is equal to atmospheric
pressure with the signal voltage being high. This information is
used by the PCM as an indicator of vehicle altitude.
Comparison of the reading with a known good vehicle with the
same sensor is a good way to check accuracy of a “ suspect”
sensor. Readings should be the same ± .4 volt.
A DTC 33 will result if CKT 452 is open or if CKT 433 is
shorted to voltage or to CKT 416.
If DTC 33 is intermittent, refer to SECTION 2.
NOTICE: Make sure electrical connector remains
securly fastened.
• Refer to “EGR Control Pressure/BARO Sensor Output
Check” for further diagnosis.
 DTC 33
EGR CONTROL PRESSURE/BARO SENSOR CIRCUIT HIGH
(LOW VACUUM)

IF PCM IS FAULTY AND MUST BE REPLACED, “TDC OFFSET’ MUST BE PROGRAMMED INTO THE NEW PCM.
REFER TO “ON-VEHICLE SERVICE" IN THIS SECTION.

WHEN ALL DIAGNOSIS AND REPAIRS ARE COMPLETED, CLEAR DTC(s) AND VERIFY PROPER OPERATION. 4-21 -93
PS 17141
 DTC 34
INJECTION TIMING STEPPER (ITS) MOTOR CIRCUIT FAULT
Circuit Description:
The PCM controls injection timing with the injection timing stepper motor. To increase injection timing the PCM extends the
stepper motor. To retard injection timing the PCM retracts the stepper motor.

DTC 34 Will Set When:

• Engine operating at steady RPM.
• A 5° difference between measured and desired injection timing for 20.8 seconds.

Action Taken (PCM will default to): None.

DTC 34 Will Clear When: The fault condition(s) no longer exist.

DTC Chart Test Description: Number(s) below Diagnostic Aids: a hard start and possible poor
refer to circled number(s) on the diagnostic chart. performance condition might exist.
1. This step determines if DTC 34 is a hard failure or an Measured injection timing will freeze at the point of the
intermittent. fault.
2. This step checks for an open or short in CKTs 564 and 565.
3. This step checks for an open or short in CKTs 566 and 567.
4. The important thing in this step is that the PCM is sending
a varying voltage (voltage will vary between 1 and 12), this
will indicate that the PCM is OK and that there is a
problem with the injection timing stepper motor. If there is
a steady voltage present on any circuit, this will indicate a
problem with the PCM or a circuit shorted to voltage.
 DTC 34
INJECTION TIMING STEPPER (ITS) MOTOR CIRCUIT FAULT

IF PCM IS FAULTY AND MUST BE REPLACED, “TDC OFFSET” MUST BE PROGRAMMED INTO THE NEW PCM.
REFER TO “ON-VEHICLE SERVICE” IN THIS SECTION.

7-14-94
RS 22161
 ENGINE HARNESS PCM
CONNECTOR (15 PIN)

TO ENGINE SHUTOFF- 339 PNK

\
SOLENOID I

984 LT GRN
985 RED
4 985 RED —
BC14 FUEL INJECT CONTROL
BD13 FUEL INJECT CONTROL
PC2 FUEL INJECT SIGNAL
FUEL 339 PNK
SOLENOID
DRIVER
CLOSURE GROUND
950 LT GRN {EE
t
ENGINE
HARNESS 339 PNK
J CONNECTOR
(8 PIN)
J FUEL SOL
BLK TO
FUEL IGNITION 20 AMP
SOLENOID SWITCH

RED -
FUEL SOLENOID
HARNESS CONNECTOR | PCM CONN. ID |
T PA/PETPINK 24- piN "*
I PC/PD PINK 32 PIN I
I BC/BD BLUE 32 PIN I
L ________________ I
6-23-94
NS14320

DTC 35
INJECTION PULSE WIDTH ERROR (RESPONSE TIME SHORT)
Circuit Description:
The fuel injector driver receives an inject command signal from the PCM and provides a current regulated output to the fuel
solenoid that controls injection. It also returns an injection pulse width signal back to the PCM to inform it when the fuel solenoid
has actually seated. This injection pulse width signal is measured in micro seconds.

DTC 35 Will Set When:

• Battery voltage greater than 10 volts.
• Engine coolant temperature greater that 20°C (68°F).
• Injection pulse width less that 1.2 milliseconds.

Action Taken (PCM will default to): Fixed injection pulse width value of 1.95.

DTC 35 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF’ then “ON.”

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. This step will determine if DTC 35 is the result of a hard
failure or an intermittent.
2. This will check CKT 985 for an open.
Diagnostic Aids: The injection pulse width will
fluctuate slightly when throttle is depressed.
If DTC 35 is set with any other DTC’s, diagnoses them
first.
 DTC 35
INJECTION PULSE WIDTH ERROR
(RESPONSE TIME SHORT)

IF PCM IS FAULTY AND MUST BE REPLACED, “TDC OFFSET” MUST BE PROGRAMMED INTO THE NEW PCM.
REFER TO “ON-VEHICLE SERVICE” IN THIS SECTION.
 ENGINE HARNESS PCM
CONNECTOR (15 PIN)

TO ENGINE SHUTOFF- 339 PNK

i
SOLENOID
M BC14 FUEL INJECT CONTROL
i
|_ i
— 984 LT GRN
98 BD13 FUEL INJECT CONTROL
985 RED P , 9B3 HtU
FUEL INJECT SIGNAL
1
PC2
FUEL 339 PNK r ..... —
F
SOLENOID i
DRIVER mu l : 950 LT GRN { pm CLOSURE GROUND
t
ENGINE
HARNESS 339 PNK
CONNECTOR
(8 PIN)
7BLK FUEL SOL
TO -*■
FUEL IGNITION 20 AMP
SOLENOID SWITCH

RED -
FUEL SOLENOID
HARNESS CONNECTOR ]" PCM CONN. ID "|
r PA/PB*pT n K 24"PIN "•
I PC/PD PINK 32 PIN I
I BC/BD BLUE 32 PIN I
6-23-94
NS 14320

DTC 36
INJECTION PULSE WIDTH ERROR (RESPONSE TIME LONG)
Circuit Description:
The fuel injection driver receives an inject command signal from the PCM and provides a current regulated output to the fuel
solenoid that controls injection. It also returns an injection pulse width signal back to the PCM to inform it when the fuel solenoid
has actually seated. This injection pulse width signal is measured in micro seconds.

DTC 36 Will Set When:

• Battery voltage greater than 10 volts.
• Coolant temperature greater than 20°C (68°F).
• Injection pulse width greater than 2.5 milliseconds.

Action Taken (PCM will default to): Fixed injection pulse width of 1.95.

DTC 36 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF’ then “ON.”

DTC Chart Test Description: Number(s) below Diagnostic Aids: The injection pulse width will fluctuate
refer to circled number(s) on the diagnostic chart. when throttle is depressed.
1. This step determines if DTC 36 is a hard failure or an A weak (mechanical failure) fuel solenoid will result in a
intermittent. DTC 36. If DTC 36 is set with any other DTC’s, diagnose them
2. This step sill determine if the solenoid is at fault, or if there first,
is a problem with the PCM or wiring.
 DTC 36
INJECTION PULSE WIDTH ERROR
(RESPONSE TIME LONG)

IF PCM IS FAULTY AND MUST BE REPLACED, “TDC OFFSET’ MUST BE PROGRAMMED INTO THE NEW PCM.
REFER TO “ON-VEHICLE SERVICE” IN THIS SECTION.
 STOP/HAZ PCM
20 AMP TO CHMSL
TO CHMSL l/P HARNESS RELAY (P/U)
CONNECTOR
140 ORN (23 PIN)
CRUISE CONTROL
17 WHT - {w > WHT BRAKE SWITCH
SIGNAL
275 LT GRN - TO TO ANTILOCK
BTSI (A/T)
1135 DK GRN
420 PPL (A/T) 420 PPL (A/T) TCC/BRAKE
SWITCH SIGNAL
—■ \— 420 PPL (M/T) 420 PPL (M/T)- 'TO ANTILOCK
STOPLAMP
SWITCH
.. l - 379 BRN/WHT —| F 379 BRN/WHT (M/T)
TO ANTILOCK
TO
IGNITION 441 BRN -h >
SWITCH 0 0
TO VSS ( 1 __ 1i • PCM CONN. ID
L— — _ — ————
I
—J
BUFFER
MODULE N.C. ' PA/PB PINK 24 PIN j
I PC/PD PINK 32 PIN i
CLUTCH PEDAL I BC/BD BLUE 32 PIN I
POSITION SWITCH

6-27-94
NS14053

DTC 41
BRAKE SWITCH CIRCUIT FAULT
Circuit Description:
The TCC normally closed brake switch supplies a B+ signal on CKT 420 to the PCM. The circuit is opened when the brakes are
applied.
The stop lamp/cruise control normally open brake switch supplies a B+ signal on CKT 820 to the PCM when the brake is
applied.

DTC 41 Will Set When:

• Switches disagree for 10 consecutive minutes.
OR
• TCC and cruise control brake switches are not toggling “open” and “closed,” during 6 brake applications on same ignition
cycle.

Action Taken (PCM will default to): An incorrect brake signal can affect TCC, fourth gear operation, in hot mode and
cruise control.

DTC 41 Will Clear When: The fault condition(s) no longer exist.

DTC Chart Test Description: Number(s) below Diagnostic Aids:

refer to circled number(s) on the diagnostic chart.
1. This test checks for voltage at brake switch.
2. This test simulates brake switch closed or brakes “OFF.”
3. This test checks for ignition feed to TCC brake switch.
4. This test checks CKT 420 and simulates brakes being
applied.
• Refer to “PCM Intermittent Diagnostic Trouble Codes
or Performance.”
• Check customer driving habits and/or unusual traffic
conditions (i.e. stop and go expressway traffic).
 ENGINE HARNESS PCM
CONNECTOR (15 PIN)
OPTICAL FUEL
TEMPERATURE SENSOR
\ 5 VOLT
474 QRY 474 QRY PD10 _ ^ w u 5-
eference
A
B 442 PNK 982 PNK PD15 CAM SIGNAL
C 943 PPL 983 PPL PD9 HIGH RESOLUTION SIGNAL
D 987 WHT 987 WHT PD14 SENSOR GROUND
g
1578 YEL f 1578 YEL PB11 ■•-AAAA—
V B 987 WHT
T * 5 VOLT
REFERENCE
-FUEL
| _ I^ M C ONN;ID_ | TEMPERATURE
SIGNAL
f PA/PB PINK 24 P IN ]
I PC/PDPINK 32 PIN >
I BC/BD BLUE 32 PIN I 6-15-94
i________________ j NS 14321

DTC 42
FUEL TEMPERATURE CIRCUIT LOW
(HIGH TEMPERATURE INDICATED)
Circuit Description:
The fuel temperature sensor is a thermistor that controls signal voltage to the PCM. When the fuel is cold, the sensor resistance
is high, therefore the PCM will see high signal voltage. As fuel warms, sensor resistance becomes less and voltage drops. The fuel
temperature sensor is integrated with the optical sensor.

PTC 42 Will Set When: Fuel temperature greater than 102°C (215°F) for 2 seconds.

Action Taken (PCM will default to): Poor idle quality during hot conditions.

PTC 42 Will Clear When: The fault condition(s) no longer exist.

PTC Chart Test Pescription: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. This step determines if DTC 42 is a hard failure or an
intermittent condition.
2. This test will determine if CKT 1578 is shorted to ground.
Piagnostic Aids: A scan tool reads fuel temperature in
degrees centigrade. After engine is started, the fuel temperature
should rise steadily.
A faulty connection, or an open in CKTs 1578 or 987 will
result in a DTC 43.
The “Temperature To Resistance Value” scale at the right
may be used to test the fuel sensor at various temperature levels
to evaluate the possibility of a “skewed” (mis-scaled) sensor.
 DTC 42
FUEL TEMPERATURE CIRCUIT LOW
(HIGH TEMPERATURE INDICATED)

IF DTC 57 IS ALSO STORED, REFER TO THAT CHART FIRST.

DIAGNOSTIC AID
IF PCM IS FAULTY AND MUST BE REPLACED, “TDC
FUEL TEMPERATURE SENSOR OFFSET” MUST BE PROGRAMMED INTO THE NEW
TEMPERATURE VS. RESISTANCE VALUES PCM. REFER TO “ON-VEHICLE SERVICE” IN THIS
(APPROXIMATE) SECTION.

°C °F OHMS
100 212 177
90 194 241
80 176 332
70 158 467
60 140 667
50 122 973
45 113 1188
40 104 1459
35 95 1802
30 86 2238
25 77 2796
20 68 3520
15 59 4450
10 50 5670
5 41 7280
0 32 9420
-5 23 12300
-1 0 14 16180
-15 5 21450
-2 0 -4 28680
-30 -2 2 52700
-40 -40 100700
 ENGINE HARNESS
CONNECTOR (15 PIN) PCM
OPTICAL FUEL
TEMPERATURE SENSOR
r- 5 VOLT
474 GRY ------------------- r N T - 474 GRY ~ PD10 _ J y W ^REFERENCE
442 PNK ------------------- {- G T~ 982 PNK - PD15 CAM SIGNAL
943 PPL ------------------- r H +— 983 PPL- PD9 HIGH RESOLUTION SIGNAL
987 WHT -------------• — J- J *- 987 WHT - PD14 SENSOR GROUND
I
1578 YEL ------------- p---- {- K j - 1578 YEL - PB11
r W 5— VOLT
987 WHT
REFERENCE
i-------------- 1 — FUEL
| PCM CONN. ID _ | TEMPERATURE
SIGNAL
f PA/PB PINK 24 PIN 1
I PC/PD PINK 32 PIN I
I BC/BD BLUE 32 PIN I 6-15-94
i_________________ i NS 14321

DTC 43
FUEL TEMPERATURE CIRCUIT HIGH
(LOW TEMPERATURE INDICATED)
Circuit Description:
The fuel temperature sensor is a thermistor that controls signal voltage to the PCM. When the fuel is cold, the sensor resistance
is high, therefore the PCM will see high signal voltage. As fuel warms, sensor resistance becomes less and voltage drops. The fuel
temperature sensor is integrated with the optical sensor.

DTC 43 Will Set When:

• Fuel temperature less than -14°C (6°F).
• Engine running for at least 2 minutes.

Action Taken (PCM will default to): Poor idle quality during hot conditions.

DTC 43 Will Clear When: The fault condition(s) no longer exist.

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. This step determines if DTC 43 is a hard failure or an
intermittent condition.
2 . This test simulates a DTC 42. If the PCM recognizes the
low signal voltage (high temp) the PCM and wiring are OK.
This test will determine if CKT 1578 is open. There should
be 5 volts at sensor connector if measured with
J 39200-DVM. This will determine if there is a wiring
problem or a faulty PCM.
Diagnostic Aids: A scan tool reads fuel temperature in
degrees centigrade. After engine is started, the temperature
should rise steadily.
A faulty connection, or an open in CKTs 1578 or 987 will
result in a DTC 43.
The “Temperature To Resistance Value” scale at the right
may be used to test the fuel sensor at various temperature levels
to evaluate the possibility of a “skewed” (mis-scaled) sensor.
 FUEL TEMPERATURE SENSOR

TEMPERATURE VS. RESISTANCE VALUES

(APPROXIMATE)
°C °F OHMS
100 212 177
90 194 241
80 176 332
70 158 467
60 140 667
50 122 973
45 113 1188
40 104 1459
35 95 1802
30 86 2238
25 77 2796
20 68 3520
15 59 4450
10 50 5670
5 41 7280
0 32 9420
-5 23 12300
-1 0 14 16180
-15 5 21450
-2 0 -4 28680
-30 -2 2 52700
-40 -40 100700

IF PCM IS FAULTY AND MUST BE REPLACED, “TDC OFFSET” MUST BE PROGRAMMED INTO THE NEW PCM.
REFER TO “ON-VEHICLE SERVICE” IN THIS SECTION.
 TO ECT, IAT. BOOST AND
CRANKSHAFT POSITION SENSORS PCM
TO SENSOR
VACUUM A —• — 452 BLK “ PD6
TO GROUND
WASTEGATE PUMP EGRCONTROL
PRESSURE/BARO B - 433 GRY/BLK - PC5 MAP SIGNAL
SENSOR f^ > — C —| — 416 GRY - 5V REFERENCE

TO BOOST AND
CRANKSHAFT
POSITION SENSOR

EGR VENT
CONTROL

EGR
CONTROL
BOOST
CONTROL
PA/PB - PINK ■ 24 PIN ,
PC/PD - PINK . 32 PIN i
BC/BD ■ BLUE ■ 32 PIN I 6-20-94
N 8 14318

DTC 44
EGR PULSE WIDTH ERROR
Circuit Description:
The PCM operates a solenoid to control the EGR valve. This solenoid is normally open. By providing a ground path the PCM
energizes the solenoid which then allows vacuum to pass to the EGR.
During normal operation, the PCM compares its desired EGR signal with the EGR pressure signal and makes corrections in the
duty cycle accordingly. If there is a difference in the PCM command and what is at the EGR valve sensed by the EGR control
pressure/BARO, the PCM makes minor adjustments to correct.

DTC 44 Will Set When:

• Ignition voltage on CKT 435 when PCM is requesting EGR solenoid “ON.”
OR
• No ignition voltage on CKT 435 when PCM is requesting EGR solenoid “OFF.”

Action Taken (PCM will default to): The p c m will shut down the e g r .

DTC 44 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF” then “ON.”

DTC Chart Test Description: Numbers) below Diagnostic Aids: An open in c k t 539 or 435 will set a
refer to circled number(s) on the diagnostic chart. DTC 44.
1. This step determines if DTC 44 is a hard failure or an
intermittent.
2. This step checks to see if PCM and wiring are OK.
3. This step checks voltage at EGR solenoid.
 DTC 44
EGR PULSE WIDTH ERROR

IF PCM IS FAULTY AND MUST BE REPLACED, “TDC OFFSET” MUST BE PROGRAMMED INTO THE NEW PCM.
REFER TO “ON-VEHICLE SERVICE” IN THIS SECTION.
 TO ECT, IAT, BOOST AND
CRANKSHAFT POSITION SENSORS PCM
TO SENSOR
TO VACUUM A —• — 452 BLK - PD6
EGR CONTROL GROUND
WASTEGATE PUMP
PRESSURE/BARO B - 433 GRY/BLK - PC5 MAP SIGNAL
SENSOR
C —f — 416 GRY - PC10 5V REFERENCE

EGR EGR VENT TO BOOSTAND

SOLENOID SOLENOID CRANKSHAFT
POSITION SENSOR

EGR VALVE

EGR VENT
971 WHT CONTROL

ENG-1 TO
BOOST SOLENOID 539 LT BLU/BLK IGNITION
(TURBO VEHICLE ONLY) 20 AMP SWITCH
435 GRY - BC15 EGR
CONTROL
j PCM CONN. ID J ■ 972 YEL - PA3 BOOST
CONTROL
! PA/PB ■ PINK - 24 PIN j
l PC/PD - PINK - 32 PIN i
i BC/BD . BLUE ■ 32 PIN i 6-20-94
I_______________________I NS14318

DTC 45
EGR VENT ERROR
Circuit Description:
When the PCM recognizes the operating range for no EGR, the PCM energizes the EGR vent solenoid which allows rapid
venting of EGR vacuum. This solenoid is normally open.

DTC 45 Will Set When:

• Ignition voltage on CKT 971 when PCM is requesting EGR vent “ON.”
OR
• No ignition voltage on CKT 971 when PCM is requesting EGR vent “OFF.”

Action Taken (PCM will default to): The p c m will shut “o f f ” e g r system.

DTC 45 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF” then “ON.”

DTC Chart Test Description: Number(s) below Diagnostic Aids: DTC45 will set if c k t 971 or 539 is
refer to circled number(s) on the diagnostic chart. open.
1. This step will determine if DTC 45 is the result of a hard
failure or an intermittent condition.
2. This step checks the PCM and wiring.
3. This step checks power and control circuits.
 DTC 45
EGR VENT ERROR

IF PCM IS FAULTY AND MUST BE REPLACED, “TDC OFFSET” MUST BE PROGRAMMED INTO THE NEW PCM.
REFER TO “ON-VEHICLE SERVICE” IN THIS SECTION.
 DTC 46
MIL “SERVICE ENGINE SOON” CIRCUIT FAULT
Circuit Description:
There should always be a M IL “Service Engine Soon” when the ignition is “ON” and the engine stopped. The PCM will control
the M IL and turn it “ON” by providing a ground path.

DTC 46 Will Set When:

• Ignition voltage on CKT 419 when PCM is requesting MIL “ON.”
OR
• No ignition voltage on CKT 419 when PCM is requesting M IL “OFF.”

Action Taken (PCM will default to): No m il .

DTC 46 Will Clear When: The fault condition(s) no longer exist.

DTC Chart Test Description: Number(s) below Diagnostic Aids: check for faulty bulb or fuse. An open
refer to circled number(s) on the diagnostic chart. in CKT 419 will cause a DTC 46 to set.
1. This test checks the ability of the PCM to command the
MIL.
2. This test will determine if there is an open in ignition feed
circuit or CKT 419.
 DTC 46
MIL “SERVICE ENGINE SOON” CIRCUIT FAULT

IF PCM IS FAULTY AND MUST BE REPLACED, “TDC OFFSET” MUST BE PROGRAMMED INTO THE NEW PCM.
REFER TO “ON-VEHICLE SERVICE” IN THIS SECTION.
 ENGINE HARNESS CONNECTOR (8 PIN)
* PCM
ENGINE
COOLANT
TEMPERATURE
rV ^ y y V -
A -
CD 410 YEL ECT SIGNAL

(ECT) SENSOR B TO EGR -

CONTROL
PRESSURE/BARO
SENSOR (LESS
THAN 8500 GVW)
INTAKE AIR B - SENSOR GROUND
r \ ^ y v ~
TEMPERATURE
(IAT) SENSOR A - IAT SIGNAL
'M S
TO BOOST SENSOR AND I PCM CONN.JD _ I
CRANKSHAFT POSITION r “pA/pgT p in k ~24~p7 n 1
SENSOR BARO SENSOR-*------- j PC/PD PINK 32 PIN J
(GREATER THAN 8500 GVW) I BC/BD BLUE 32 PIN I
6 21-94
N S 14045

DTC 47
INTAKE AIR TEMPERATURE (IAT) CIRCUIT LOW
(HIGH TEMPERATURE INDICATED)
Circuit Description:
The intake air temperature sensor is a thermistor that controls signal voltage to the PCM. When the air is cold, the sensor
resistance is high, therefore the PCM will see high signal voltage. As air warms, sensor resistance becomes less and voltage drops.

DTC 47 Will Set When:

• Engine coolant temperature less than 38°C (100°F).
• Intake air temperature is greater than 96°C (205°F) for 2 seconds.

Action Taken (PCM will default to): Poor performance during cold weather operation.

DTC 47 Will Clear When: The fault condition(s) no longer exist.

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. This step determines if DTC 47 is a hard failure or an
intermittent condition.
2. This test will determine if CKT 472 is shorted to ground.
Diagnostic Aids: Check harness routing for a potential
short to ground in CKT 472.
Tech 1 scan tool displays intake air temperature in degrees
centigrade.
Refer to “ Intermittents” in SECTION 2.
The “Temperature to Resistance Value” scale at the right
may be used to test the intake air temperature sensor at various
temperature levels to evaluate the possibility of a “ skewed”
(mis-scaled) sensor. A “skewed” sensor could result in poor
driveability complaints.
 DTC 47
INTAKE AIR TEMPERATURE (IAT) CIRCUIT LOW
(HIGH TEMPERATURE INDICATED)

* IF DTC 57 IS ALSO STORED,

REFER TO THAT CHART FIRST.

( 7 ) | DOES TECH 1 SCAN TOOL DISPLAY IAT OF 96°C (205°F) OR HIGHER?

YES NO
~T~ X
© •
•
DISCONNECT SENSOR.
TECH 1 SCAN TOOL SHOULD
DTC 47 IS INTERMITTENT. IF NO
ADDITIONAL DTC(s) WERE STORED,
DISPLAY IAT TEMPERATURE REFER TO “DIAGNOSTIC AIDS” ON
LESS THAN -26°C (-15°F). FACING PAGE.
DOES IT?

YES NO
m m
FAULTY CONNECTION OR IAT SENSOR. CKT 472 SHORTED TO GROUND
OR
FAULTY PCM CONNECTIONS
DIAGNOSTIC AID OR FAULTY PCM.
INTAKE AIR TEMPERATURE SENSOR

TEMPERATURE VS. RESISTANCE VALUES

(APPROXIMATE)
°C °F OHMS
100 212 177
90 194 241
80 176 332
70 158 467
60 140 667
50 122 973
45 113 1188
40 104 1459
35 95 1802
30 86 2238
25 77 2796
20 68 3520
15 59 4450
10 50 5670
5 41 7280
0 32 9420
-5 23 12300
-1 0 14 16180
-15 5 21450
-2 0 -4 28680
-30 -2 2 52700
-40 -40 100700

IF PCM IS FAULTY AND MUST BE REPLACED, “TDC OFFSET” MUST BE PROGRAMMED INTO THE NEW PCM.
REFER TO “ON-VEHICLE SERVICE” IN THIS SECTION.
 ENGINE HARNESS CONNECTOR (8 PIN)
♦ PCM
ENGINE
COOLANT
TEMPERATURE pv^yv-
A -
CD 410 YEL ECT SIGNAL

(ECT) SENSOR B " TO EGR -■

CONTROL
PRESSURE/BARO
SENSOR (LESS
THAN 8600 GVW)
INTAKE AIR B - SENSOR GROUND
TEMPERATURE
r \^ y v ~
(IAT) SENSOR A - IAT SIGNAL
'M S
TO BOOST SENSOR AND
J
CRANKSHAFT POSITION' PA/PB PINK 24 PIN
SENSOR BARO SENSOR' PC/PD PINK 32 PIN j
(GREATER THAN 8500 GVW) BC/BD BLUE 32 PIN I
6-21-94
NS14045

DTC 48
INTAKE AIR TEMPERATURE (IAT) CIRCUIT HIGH
(LOW TEMPERATURE INDICATED)
Circuit Description:
The intake air temperature sensor is a thermistor that controls signal voltage to the PCM. When the air is cold, the sensor
resistance is high, therefore the PCM will see high signal voltage. As air warms, sensor resistance becomes less and voltage drops.

DTC 48 Will Set When: Intake air temperature less than -38°C (-39°F) for 2 minutes.

Action Taken (PCM will default to): Possible poor performance during cold weather operation.

DTC 48 Will Clear When: The fault condition(s) no longer exist.

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. This step determines if DTC 48 is a hard failure or an
intermittent condition.
2. This test will determine if circuit 472 is shorted to ground.
3. This step will determine if there is a wiring problem or a
faulty PCM.
Diagnostic Aids: Check harness routing for a potential
short to ground in CKT 472.
Tech 1 scan tool displays intake air temperature in degrees
centigrade.
Refer to “Intermittents” in SECTION 2.
The “Temperature to Resistance Value” scaled at the right
may be used to test the engine coolant sensor at various
temperature levels to evaluate the possibility of a “skewed”
(mis-scaled) sensor. A “skewed” sensor could result in poor
driveability complaints.
 DTC 48
INTAKE AIR TEMPERATURE (IAT) CIRCUIT HIGH
(LOW TEMPERATURE INOICATEP)

• DOES TECH 1 SCAN TOOL DISPLAY IAT -38°C (-39°F) OR COLDER?

©[
1
YES NO
IC I
© DISCONNECT SENSOR.
JUMPER HARNESS TERMINALS
DTC 48 IS INTERMITTENT. IF NO
ADDITIONAL DTC(s) WERE STORED, REFER
TOGETHER. TO “DIAGNOSTIC AIDS” ON FACING PAGE.
TECH 1 SCAN TOOL SHOULD
DISPLAY TEMPERATURE OVER
130°C (266°F).
DOES IT?

YES
p °l
m
FAULTY CONNECTION OR SENSOR. JUMPER CKT 472 TO GROUND.
© TECH 1 SCAN TOOL SHOULD DISPLAY
TEMPERATURE OVER 130°C (266°F).
DOES IT?
DIAGNOSTIC AID
INTAKE AIR TEMPERATURE
SENSOR YES NO
TEMPERATURE VS. RESISTANCE VALUES
(APPROXIMATE) I
OPEN SENSOR GROUND OPEN CKT 472, FAULTY
°C °F OHMS CIRCUIT, FAULTY CONNECTION OR
100 212 177 CONNECTION OR FAULTY PCM.
90 194 241 FAULTY PCM.
80 176 332
70 158 467
60 140 667
50 122 973
45 113 1188
40 104 1459
35 95 1802
30 86 2238
25 77 2796
20 68 3520
15 59 4450
10 50 5670
5 41 7280
0 32 9420
-5 23 12300
-1 0 14 16180
-15 5 21450
-2 0 -4 28680
-30 -2 2 52700
-40 -40 100700

IF PCM IS FAULTY AND MUST BE REPLACED, “TDC OFFSET” MUST BE PROGRAMMED INTO THE NEW PCM.
REFER TO “ON-VEHICLE SERVICE” IN THIS SECTION.
 DTC 49
“SERVICE THROTTLE SOON” LAMP CIRCUIT FAULT
Circuit Description:
There should be a “Service Throttle Soon” lamp when the ignition is “ON” and the engine “OFF” for 2 seconds. The PCM will
control the “Service Throttle Soon” and turn it “ON” by providing a ground path.

DTC 49 Will Set When:

• Ignition voltage on CKT 960 when PCM is requesting “Service Throttle Soon” lamp “ON.”
OR
• No ignition voltage on terminal “PA5” when PCM is requesting “Service Throttle Soon” lamp “OFF.”

Action Taken (PCM will default to): DTC 49 will not turn “ON” the MIL, but will set a current and history DTC.

DTC 49 Will Clear When: The fault condition(s) no longer exist.

DTC Chart Test Description: Number(s) below Diagnostic Aids: Check for faulty bulb or fuse. An open
refer to circled number(s) on the diagnostic chart. in CKT 960 will cause a DTC 49 to set.
1. This test checks the ability of the PCM to command the
STS lamp.
2. This test will determine if there is an open in ignition feed
circuit or CKT 960.
 DTC 49
SERVICE THROTTLE SOON” LAMP CIRCUIT FAULT

IF PCM IS FAULTY AND MUST BE REPLACED, “TDC OFFSET” MUST BE PROGRAMMED INTO THE NEW PCM.
REFER TO “ON-VEHICLE SERVICE” IN THIS SECTION.
 DTC 51
PROM ERROR
(FAULTY OR INCORRECT PROM)

CHECK THAT ALL PINS ARE FULLY INSERTED IN THE SOCKET. IF OK, REPLACE
PROM, CLEAR MEMORY AND RECHECK. IF DTC 51 REAPPEARS, REPLACE PCM.

IF PCM IS FAULTY AND MUST BE REPLACED, “TDC OFFSET” MUST BE PROGRAMMED INTO THE NEW
PCM. REFER TO “ON-VEHICLE SERVICE” IN THIS SECTION.

WHEN ALL DIAGNOSIS AND REPAIRS ARE COMPLETED, CLEAR DTC(s) AND VERIFY PROPER OPERATION. 4-23-93
NS 14764
 DTC 54
PCM FUEL CIRCUIT ERROR

THIS DTC INDICATES THERE IS A FAULT IN THE FUELING CIRCUIT OF THE PCM.
* CHECK TO SEE IF A DTC 17 IS ALSO STORED, IF THERE IS REFER TO THAT
CHART FIRST, IF NOT, REPLACE PCM.

IF PCM IS FAULTY AND MUST BE REPLACED, “TDC OFFSET” MUST BE PROGRAMMED INTO THE NEW PCM.
REFER TO “ON-VEHICLE SERVICE” IN THIS SECTION.
 ENGINE HARNESS PCM
CONNECTOR (15 PIN)

TO ENGINE SHUTOFF- 339 PNK

SOLENOID
BC14 FUEL INJECT CONTROL
— 98
984 LT GRN BD13 FUEL INJECT CONTROL
985 RED 985 RED — FUEL INJECT SIGNAL
PC2
FUEL ——
339 PNK
SOLENOID
DRIVER i s
J lV il CLOSURE GROUND
950 LT GRN
t
ENGINE
HARNESS PNK
CONNECTOR
(8 PIN)
J FUEL SOL
BLK ---- TO
FUEL IGNITION 20 AMP
noid^
SOLENOID ^ K SWITCH

-- t r - 4 «-^ - RED
FUEL SOLENOID
HARNESS CONNECTOR | PCM CONN. ID |
T PA/PB*PINK "24PIN "I
I PC/PD PINK 32 PIN I
I BC/BD BLUE 32 PIN I
6-23-94
NS 14320

DTC 56
INJECTION PUMP CALIBRATION RESISTOR ERROR
Circuit Description:
The PCM uses a calibrated resistor mounted internally in the injection pump to determine fuel rates. The resistor value is stored
in the PCM memory. If the PCM memory has been disturbed or the PCM has been replaced, the PCM will relearn the resistor value
on the next ignition cycle.

DTC 56 Will Set When: PCM has lost its memory and is unable to read a resistor value on CKT 985 on the next
ignition cycle.

Action Taken (PCM will default to): A current and history DTC will store and turn “ON” the MIL. The PCM will
default to the lowest fuel table. Possible poor performance problem.

DTC 56 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF” then “ON.”

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. This step will determine if there is a problem with the
connection at the fuel solenoid driver or a faulty injection
pump.
Diagnostic Aids: Check connection at fuel injector
driver. Clear DTC, and cycle ignition. If DTC clears, treat
condition as an intermittent,
 DTC 56
INJECTION PUMP CALIBRATION
RESISTOR ERROR

IF PCM IS FAULTY AND MUST BE REPLACED, “TDC OFFSET” MUST BE PROGRAMMED INTO THE NEW PCM.
REFER TO “ON-VEHICLE SERVICE” IN THIS SECTION.
 ENGINE HARNESS PCM
OPTICAL FUEL CONNECTOR (15 PIN)
TEMPERATURE SENSOR
5 VOLT
A 474 GRY 474 GRY - i PD10 -----W -----REFERENCE
B 442 PNK 982 PNK — PD15 CAM SIGNAL
C 943 PPL 983 PPL — PD9 HIGH RESOLUTION SIGNAL
D 987 WHT 987 WHT - PD14 SENSOR GROUND
F 1578 YEL 1578 YEL — PB11
ir
M
I JL-
L-KJ -r^ T ^ O L T
r 987 WHT REFERENCE

FUEL
TEMPERATURE
TFT TO BOOST TO ECT, IAT AND SIGNAL
SENSOR SENSOR CRANKSHAFT
(A/T ONLY) (TURBO ONLY) POSITION SENSOR

452 BLK SENSOR GROUND

EQR CONTROL EGR CONTROL
PRESSURE/BARO 433 GRY/BLK
SENSOR PRESSURE/BARO SIGNAL
416 QRY ---- W f -----5 VOLT
EGR REFERENCE
VALVE

TO CRANKSHAFT
L Js9M£°2iNiiD__j POSITION SENSOR
I PA/PB PINK 24 PIN |
. PC/PD PINK 32 PIN . TO EQR VENT TO BOOST
1 BC/BD BLUE 32 PIN 1 SOLENOID SENSOR
(TURBO ONLY)

5-6-94
PS 20236

DTC 57
PCM 5 VOLT SHORTED
Circuit Description:
The 5 volt reference is a non-varying calculated voltage.

DTC 57 Will Set When: 5 volt reference is less than 1 volt.

Action Taken (PCM will default to): Backup fuel, no EGR and no turbo boost.

DTC 57 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF’ then “ON.”

DTC Chart Test Description: Number(s) below Diagnostic Aids: During the time the failure is present,
refer to circled number(s) on the diagnostic chart. the setting of additional DTCs that share a 5 volt reference may
1. Checks to confirm that a DTC is still present. also set.
2. Checks to determine if there is a 5 volt reference from the
PCM.
3. Checks to determine if there is a short-to-ground in
CKT 416 or CKT 474, or a short-to-ground in the PCM.
 DTC 57
PCM 5 VOLT SHORTED

IF PCM IS FAULTY AND MUST BE REPLACED, “TDC OFFSET” MUST BE PROGRAMMED INTO THE NEW PCM.
REFER TO “ON-VEHICLE SERVICE” IN THIS SECTION.
 TO ECT AND IAT SENSORS
CRANKSHAFT POSITION SENSOR PCM
643 YEL PD13 CRANKSHAFT
POSITION SIGNAL

^o> 416 QRY PC10 5 VOLT

REFERENCE
TO EQR CONTROL
PRESSURE/BARO SENSOR
BOOST (LESS THAN 8500 GVW)
SENSOR
(TURBO 432 LT GRN PC7 BOOST SIGNAL
ONLY) (TURBO ONLY)

n 1 - 1! ? ” CONN' 1 BARO SENSOR

f PA/PB PINK 24 PIN*; (GREATER THAN S5C0 GVW)
PC/PD PINK 32 PIN
<BC/BD BLUE 32 PINj 6-17-94
NS 14319

DTC 61
TURBO BOOST SENSOR CIRCUIT HIGH
Circuit Description:
The PCM sends a 5 volt reference signal to the boost sensor. As manifold pressure changes, the electrical resistance of the boost
sensor also changes. By monitoring the sensor output voltage, the PCM detects how much pressure is being produced by the
turbocharger in the intake manifold. The PCM uses the boost sensor to control turbo boost and fuel at different loads.

DTC 61 Will Set When:

• Boost signal voltage greater than 3.9 volts.
• RPM less than 3500.

Action Taken (PCM will default to): No turbo boost. Poor performance.

DTC 61 Will Clear When: The fault condition(s) no longer exist.

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. This step will determine if DTC 61 is the result of a hard
failure or an intermittent condition.
2. This step simulates conditions for a DTC 62. If the PCM
recognizes the change, the PCM and CKT 432 are OK.
3. This step will check for an open in ground circuit.
Diagnostic Aids: with the ignition “ON” and the engine
stopped, boost pressure is equal to atmospheric pressure.
Comparison of this reading with a known good vehicle
using the same sensor is a good way to check accuracy of a
“suspect” sensor. Readings should be the same ± .4 volt,
Very little boost can be attained by revving the engine in
neutral.
 DTC 61
TURBO BOOST SENSOR CIRCUIT HIGH

IF PCM IS FAULTY AND MUST BE REPLACED, “TDC OFFSET’ MUST BE PROGRAMMED INTO THE NEW PCM.
REFER TO “ON-VEHICLE SERVICE” IN THIS SECTION.
 TO ECT AND IAT SENSORS
CRANKSHAFT POSITION SENSOR PCM
A 643 YEL PD13 CRANKSHAFT
'M O POSITION SIGNAL
B
416 QRY PC10 5 VOLT
C REFERENCE
TO EQR CONTROL
PRESSURE/BARO SENSOR
BOOST (LESS THAN 8500 GVW)
SENSOR
(TURBO / Nfp"h 432 LT QRN PCT BOOST SIGNAL
ONLY) (TURBO ONLY)

T T r _PCM CONN. ID 1 BARO SENSOR

f PA/PB PINK 24 p in ] (GREATER THAN 8500 GVW)
! PC/PD PINK 32 PIN!
[BC/BD BLUE 32 PIN1 6-17-04
NS 14319

DTC 62
TURBO BOOST SENSOR CIRCUIT LOW
Circuit Description:
The PCM sends a 5 volt reference signal to the boost sensor. As manifold pressure changes, the electrical resistance of the boost
sensor also changes. By monitoring the sensor output voltage, the PCM detects how much pressure is being produced by the
turbocharger in the intake manifold. The PCM uses the boost sensor to control turbo boost and fuel at different loads.

DTC 62 Will Set When: Boost signal voltage less than .8 volt.

Action Taken (PCM will default to): No turbo boost, poor performance.

DTC 62 Will Clear When: The fault condition(s) no longer exist.

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. This step will determine if DTC 62 is the result of a hard
failure or an intermittent condition.
2. This step simulates conditions for a DTC 61. If the PCM
recognizes the change, the PCM and CKT 416 and
CKT 432 are OK.
Diagnostic Aids: with the ignition “ON” and the engine
stopped, boost pressure is equal to atmospheric pressure.
Comparison of this reading with a known good vehicle
using the same sensor is a good way to check accuracy of a
“suspect” sensor. Readings should be the same ± .4 volt,
Very little boost can be attained by revving the engine in
neutral.
 DTC 62
TURBO BOOST SENSOR CIRCUIT LOW

* IF DTC 57 IS ALSO STORED, REFER TO THAT CHART FIRST.

IF PCM IS FAULTY AND MUST BE REPLACED, “TDC OFFSET” MUST BE PROGRAMMED INTO THE NEW PCM.
REFER TO “ON-VEHICLE SERVICE” IN THIS SECTION.

11-15-93
 PCM
ACCELERATOR PEDAL
POSITION (APP) MODULE l/P HARNESS CONNECTOR
(10-PIN)
G 997 WHT/BLK 997 WHT/BLK BD2 -A A A K -5 V O L T
I vvv REFERENCE
APP 1 PC4 SENSOR SIGNAL
F 992 DK BLU - - 992 DK BLU
SENSOR
A 998 BRN ----- ------ 998 BRN PD4 ---- j SENSOR GROUND
D — 996 TAN 996 TAN PB7 5 v o lt
APP 2 REFERENCE
SENSOR _C_ 993 LT BLU 993 LT BLU PC3 SENSOR SIGNAL
B 999 PPL — ---- 999 PPL PD3 SENSOR GROUND
E 995 YEL/BLK 995 YEL/BLK — 'Y Y V '— ° V '-,L - 1

APP 3 REFERENCE
SENSOR AAA* "iT 994 DK GRN - 994 DK GRN PB10 SENSOR SIGNAL
— 961 GRY PD5 SENSOR GROUND

l PCM CONN. ID I
L --------------------------------------- J
I PA/PB PINK 24 PIN I
' PC/PD PINK 32 PIN '
i BC/BD BLUE 32 PIN j

6-20-94
NS14054

DTC 63
ACCELERATOR PEDAL POSITION (APP) 3 CIRCUIT HIGH
Circuit Description:
The Accelerator Pedal Position (APP) module provides a voltage signal that changes relative to accelerator position. There are
three sensors located within the APP module that are scaled differently.

DTC 63 Will Set When: Voltage is greater than 4.75 volts for 2 seconds on APP 3 sensor.

Action Taken (PCM will default to): The input from APP 3 sensor is ignored. A current and history DTC will set but
it will not turn “ON” the “Service Throttle Soon” lamp. The throttle will operate normally as long as there is only one malfunction
present. If two different APP sensors have a malfunction, the “Service Throttle Soon” lamp will light and the PCM will limit power.
If three APP sensors have a malfunction present, the “Service Throttle Soon” lamp will light and the PCM will only allow the
engine to operate at idle.

DTC 63 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF” then “ON.”

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. This step will determine if DTC 63 is the result of a hard
failure or an intermittent condition.
2. This step checks the PCM and wiring.
3. This will check for an open in ground CKT 994 and PCM.
Diagnostic Aids: a scan tool reads a p p 3 position in
volts. Should read about 4.0 volts with throttle closed and
ignition “ON” or at idle. Voltage should decrease at a steady
rate as throttle is moved toward Wide Open Throttle (WOT).
Also, 90% pedal travel is acceptable for correct APP
operation.
Scan APP 3 sensor while depressing accelerator pedal with
engine stopped and ignition “ON.” Display should vary from
about 4.0 volts when throttle was closed to about 2.0 volts when
throttle is held at Wide Open Throttle (WOT) position.
 DTC 63
ACCELERATOR PEDAL POSITION (APP) 3
CIRCUIT HIGH

• IGNITION “ON.” ENGINE “OFF.”

o • DOES SCAN TOOL DISPLAY APP 3
VOLTAGE GREATER THAN 4.75V?

!L
YES NO
~l n z l ________________________________________________
© •
•
DISCONNECT APP MODULE.
PROBE APP 3 HARNESS TERMINAL “J”
DTC 63 IS INTERMITTENT. IF NO ADDITIONAL
DTC(s) WERE STORED, REFER TO
WITH TEST LIGHT CONNECTED TO B+. “DIAGNOSTIC AIDS” ON FACING PAGE.
IS TEST LIGHT “ON”?

3 _
YES NO
~1~ =E=________________
JUMPER APP 3 HARNESS TERMINALS CKT 961 OPEN
© “K” AND “J” TOGETHER. OR
DOES SCAN TOOL DISPLAY APP 3 FAULTY PCM CONNECTION
VOLTAGE LESS THAN .25 VOLTS? OR
FAULTY PCM.

IF PCM IS FAULTY AND MUST BE REPLACED, “TDC OFFSET” MUST BE PROGRAMMED INTO THE NEW
PCM. REFER TO “ON-VEHICLE SERVICE” IN THIS SECTION.

4-23-93
 PCM
ACCELERATOR PEDAL
POSITION (APP) MODULE l/P HARNESS CONNECTOR
(10-PIN)
997 WHT/BLK — 997 WHT/BLK BD2 “- A VW
A A A _______5 V 0 L T
REFERENCE
APP 1 PC4 SENSOR SIGNAL
992 DK BLU - ------ 992 DK BLU
SENSOR
998 BRN ---- ----------- 998 BRN PD4 SENSOR GROUND
996 TAN ---- ----------- 996 TAN PB7 5 VOLT
APP 2 REFERENCE
SENSOR 993 LT BLU 993 LT BLU PC3 SENSOR SIGNAL
999 PPL — ---- 999 PPL PD3 SENSOR GROUND
995 YEL/BLK 995 YEL/BLK PD11 s vOLT
APP 3 REFERENCE
SENSOR — JL 994 DK QRN - 994 DK QRN PB10 SENSOR SIGNAL
----- 961 GRY PD5 SENSOR GROUND

I PCM CONN. ID I
I. ---------------------------------------J
I PA/PB PINK 24 PIN I
' PC/PD PINK 32 PIN '
j BC/BD BLUE 32 PIN j

6-20-94
NS14054

DTC 64
ACCELERATOR PEDAL POSITION (APP) 3 CIRCUIT LOW
Circuit Description:
The Accelerator Pedal Position (APP) module provides a voltage signal that changes relative to accelerator position. There are
three sensors located within the APP module that are scaled differently.

DTC 64 Will Set When: Voltage is less than .25 volt for 2 seconds on APP 3 sensor.

Action Taken (PCM will default to): The input from APP 3 sensor is ignored. A current and history DTC will set but it
will not turn “ON” the “Service Throttle Soon” lamp. The throttle will operate normally as long as there is only one malfunction
present. If two different APP sensors have a malfunction, the “Service Throttle Soon” lamp will light and the PCM will limit power.
If three APP sensors have a malfunction present, the “Service Throttle Soon” lamp will light and the PCM will only allow the
engine to operate at idle.

DTC 64 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF” then “ON.”

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. This step will determine if DTC 64 is the result of a hard
failure or an intermittent condition.
2. This step checks the PCM and wiring.
3. This will check the PCM and CKT 994.
Diagnostic Aids: A scan tool reads APP 3 position in
volts. Should read about 4.0 volts with throttle closed and
ignition “ON” or at idle. Voltage should decrease at a steady rate
as throttle is moved toward Wide Open Throttle (WOT) position.
Also, 90% pedal travel is acceptable for correct APP
operation.
Scan APP 3 sensor while depressing accelerator pedal with
engine stopped and ignition “ON.” Display should vary from
about 4.0 volts when throttle was closed to about 2.0 volts when
throttle is held at Wide Open Throttle (WOT) position.
A DTC 64 will result if CKT 995 is open or CKT 994 is
shorted to ground.
Refer to “Intermittents,” in SECTION 2.
 DTC 64
ACCELERATOR PEDAL POSITION (APP) 3
CIRCUIT LOW

IF PCM IS FAULTY AND MUST BE REPLACED, “TDC OFFSET” MUST BE PROGRAMMED INTO THE NEW PCM.
REFER TO “ON-VEHICLE SERVICE” IN THIS SECTION.
 PCM
ACCELERATOR PEDAL
POSITION (APP) MODULE l/P HARNESS CONNECTOR
(10-PIN)
G 997 WHT/BLK — 997 WHT/BLK BD2 -AMA— 5 VOLT
I VYV REFERENCE
APP 1 ^ < 1 .. ..
SENSOR F 992 DK BLU - ------ 992 DK BLU PC4 SENSOR SIGNAL

A 998 BRN — -----------998 BRN PD4 -----j SENSOR GROUND

D 996 TAN ---- ----------- 996 TAN PB7 5 VOLT
APP 2 REFERENCE
SENSOR _C_ 993 LT BLU 993 LT BLU PC3 SENSOR SIGNAL
B 999 PPL — — 999 PPL PD3 -----SENSOR GROUND
£ 995 YEL/BLK 5 VOLT
995 YEL/BLK
APP 3 REFERENCE
SENSOR — "iT 994 DK GRN - 994 DK GRN PB10 SENSOR SIGNAL
,i ----- 961 GRY PD5 SENSOR GROUND

l PCM CONN. ID I
L _______________________________ J
I PA/PB PINK 24 PIN •
j PC/PD PINK 32 PIN |
I BC/BD BLUE 32 PIN j

6-20-94
NS14054

DTC 65
ACCELERATOR PEDAL POSITION (APP) 3 CIRCUIT RANGE FAULT
Circuit Description:
The Accelerator Pedal Position (APP) module provides a voltage signal that changes relative to accelerator pedal position.
There are three sensors located within the APP module that are scaled differently.

DTC 65 Will Set When: PCM has recognized a “skewed” (mis-scaled) sensor. The PCM compares all three sensors to each other
(percentage to voltage chart) and determines if there is a 6% difference between APP 1 and APP 2 and a 10 difference to APP 3.

Action Taken (PCM will default to): The input from APP 3 sensor is ignored. A current and history DTC will set but it
will not turn “ON” a “Service Throttle Soon” lamp. Throttle will operate normally as long as there is only one malfunction present.
If there are two APP malfunctions present the PCM will then turn “ON” the “Service Throttle Soon” lamp and limit power. If a third
APP malfunction is present the “Service Throttle Soon” lamp will be “ON” and only allow the engine to operate at idle.

DTC 65 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF” then “ON.”

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. This step determines if there is a good 5 volt reference.
2. This step will check the ground circuits.
Diagnostic Aids: A scan tool reads APP 3 position in
volts. Should read about 4.0 volts with throttle closed and
ignition “ON” or at idle. Voltage should decrease at a steady
rate as throttle is moved toward Wide Open Throttle (WOT).
Also, 90% pedal travel is acceptable for correct APP
operation.
Scan APP 3 sensor while depressing accelerator pedal with
engine stopped and ignition “ON.” Display should vary from
about 4.0 volts when throttle was closed to about 2.0 volts when
throttle is held at Wide Open Throttle (WOT) position,
 DTC 65
ACCELERATOR PEDAL POSITION (APP) 3
CIRCUIT RANGE FAULT

IF PCM IS FAULTY AND MUST BE REPLACED, “TDC OFFSET” MUST BE PROGRAMMED INTO THE NEW PCM.
REFER TO “ON-VEHICLE SERVICE” IN THIS SECTION.
 TO
CRUISE PCM
IGNITION
10 AMP

l/P HARNESS
A13 - 39 PNK/BLK - (10 PIN)
"ON/OFF*
A12 - 397 GRY ~ REQUEST SIGNAL

- 83 DKGRN RESUME/ACCELERATOR
REOUEST SIGNAL
A14 r- 84 DK BLU SET/COAST
REQUEST SIGNAL
BULKHEAD
CRUISE CONTROL CONNECTOR
i------------------1
PCM CONN.ID_____ j
PA/PB . PINK ■ 24 PIN |
PC/PD - PINK ■ 32 PIN i 6-20-94
BC/BD ■ BLUE ■ 32 PIN l
I______________________ I NS 14322

DTC 71
SET/COAST SWITCH FAULT
Circuit Pescription:
The cruise “ON/OFF,” “set/coast” and “resume/accel” switches are inputs to the fuel control portion of the PCM. These inputs
allow the PCM to control and hold a requested speed. CKT 84 supplies ignition voltage to the PCM when set/coast is depressed.

PTC 71 Will Set When:

• Cruise control “ON.”
• Ignition voltage on terminal “BD15” for more than 25.5 seconds.

Action Taken (PCM will default to): The PCM will disallow all cruise inputs. TCC shift schedules may be affected.

PTC 71 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF” then “ON.”

PTC Chart Test Pescription: Number(s) below Piagnostic Aids: Check for a set/coast switch stuck in
refer to circled number(s) on the diagnostic chart. the engage position or CKT 84 shorted to voltage.
1. This step determines if the cruise control switch is OK.
2. This step determines if the PCM or switch is at fault.
 DTC 71
SET/COAST SWITCH FAULT

IF PCM IS FAULTY AND MUST BE REPLACED, “TDC OFFSET” MUST BE PROGRAMMED INTO THE NEW PCM.
REFER TO “ON-VEHICLE SERVICE” IN THIS SECTION.
 TO
CRUISE PCM
IGNITION
10 AMP

l/P HARNESS
A13 - 39 PNK/BLK- (10 PIN)
"ON/OFF"
f A12 - 397 GRY — an BD3 REQUEST SIGNAL

» • /. - 83 DKGRN RESUME/ACCELERATOR
REOUEST SIGNAL
A14 - 84 DK BLU SET/COAST
REQUEST SIGNAL
BULKHEAD
CRUISE CONTROL CONNECTOR
PCM CONN. ID J
PA/PB . PINK - 24 PIN
PC/PD ■ PINK - 32 PIN i 6-20-94
BC/BD ■ BLUE ■ 32 PIN I NS14322
I_______________________i

DTC 76
RESUME/ACCEL SWITCH FAULT
Circuit Description:
The cruise “ON/OFF,” “set/coast” and “resume/accel” switches are inputs to the fuel control portion of the PCM. These inputs
allow the PCM to control and hold a requested speed. CKT 83 supplies ignition voltage to the PCM.

DTC 76 Will Set When:

• Cruise control “ON.”
• Ignition voltage on terminal “BD11” for more than 25.5 seconds.

Action Taken (PCM will default to): The PCM will disallow all cruise inputs. TCC shift schedules may be affected.

DTC 76 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF” then “ON.”

DTC Chart Test Description: Number(s) below Diagnostic Aids: Check for a set/coast switch stuck in
refer to circled number(s) on the diagnostic chart. the engage position or CKT 83 shorted to voltage.
1. This step determines if CKT 83 is shorted to voltage.
2. This step determines if the PCM or switch is at fault.
 DTC 76
RESUME/ACCEL SWITCH FAULT

IF PCM IS FAULTY AND MUST BE REPLACED, “TDC OFFSET” MUST BE PROGRAMMED INTO THE NEW PCM.
REFER TO “ON-VEHICLE SERVICE” IN THIS SECTION.
 TO ECT, IAT, BOOST AND
CRANKSHAFT POSITION SENSORS PCM
TO
TO VACUUM
WASTEGATE PUMP

EGR
CONTROL
BOOST
CONTROL
PA/PB - PINK ■ 24 PIN
PC/PD - PINK - 32 PIN i
BC/BD ■ BLUE - 32 PIN i 6-20-94
I______________________ I NS 14318

DTC 78
WASTEGATE SOLENOID FAULT
Circuit Description:
The PCM operates a solenoid to control boost. This solenoid is normally open. By providing a ground path the PCM energizes
the solenoid which then allows vacuum to pass to the wastegate valve.
During normal operation, the PCM compares its wastegate duty cycle signal with the boost signal and makes corrections in the
duty cycle accordingly.

DTC 78 Will Set When:

• RPM greater than 1800.
• Fuel rate greater than 20 mm.
• Boost pressure greater than or less than desired (internal to PCM).

Action Taken (PCM will default to): Boost will shut down. Reduce maximum fuel.

DTC Chart Test Description: Number(s) below Diagnostic Aids: a vacuum leak or a pinched vacuum
refer to circled number(s) on the diagnostic chart. line may cause a DTC 78. Check all vacuum lines and
1. This step will check for a good vacuum source. components connected to the hoses for leaks or sharp bends.
2. This step will check for a faulty vacuum line or pump. Check vacuum source. A possible DTC 32 will store if
3. This step checks the solenoid wiring. there is a problem with the vacuum source. Also check for
proper vacuum line routing.
 PCM
ACCELERATOR PEDAL
POSITION (APP) MODULE l/P HARNESS CONNECTOR
(10-PIN)
G 997 WHT/BLK 997 WHT/BLK BD2 LAAU__5 VOLT
REFERENCE
APP 1
F 992 DK BLU - - 992 DK BLU PC4 SENSOR SIGNAL
SENSOR
A 998 BRN ----- ------ 998 BRN PD4 -----j SENSOR GROUND
D 996 TAN ----- 996 TAN PB7 -AM/CE" VOLT
5
APP2 993 LT BLU 993 LT BLU PC3
REFERENCE
SENSOR _C_ SENSOR SIGNAL
B 999 PPL — ---- 999 PPL PD3 -----j SENSOR GROUND
E 995 YEL/BLK 995 YEL/BLK PD11 -AM/CE"
5 VOLT
APP 3 REFERENCE
SENSOR W — "iT 994 DK GRN - 994 DK GRN PB10 SENSOR SIGNAL
.i ----- 961 GRY PD5 SENSOR GROUND

I PCM CONN. ID I
L----------------------------------- J
I PA/PB PINK 24 PIN I
! PC/PD PINK 32 PIN '
, BC/BD BLUE 32 PIN |

6-20-94
NS 14054

DTC 84
ACCELERATOR PEDAL POSITION (APP) CIRCUIT FAULT
Circuit Description:
The Accelerator Pedal Position (APP) module provides a voltage signal that changes relative to accelerator position. There are
three sensors located within the APP module that are scaled differently.

DTC 84 Will Set When: PCM has recognized an intermittent APP fault and there are no other current APP faults stored.

Action Taken (PCM will default to): When DTC 84 is set, a current and history DTC will set, but will not light the
“Service Throttle Soon” lamp, and the vehicle will operate at limited power.

DTC 84 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF” then “ON.”

DTC Chart Test Description: Number(s) below Diagnostic Aids: Check for faulty connections at a p p
refer to circled number(s) on the diagnostic chart. module, PCM and I/P connector.
1. This step determines if DTC 84 is a hard failure or an
intermittent condition.
 DTC 84
ACCELERATOR PEDAL POSITION (APP)
CIRCUIT FAULT

• CHECK COMPLETE APP HARNESS FOR INTERMITTENT SHORTS OR OPENS.

© • IF OK, REPLACE APP MODULE.
• IF DTC RESETS, REPLACE PCM._______________________________________

IF PCM IS FAULTY AND MUST BE REPLACED, “TDC OFFSET” MUST BE PROGRAMMED INTO THE NEW PCM.
REFER TO “ON-VEHICLE SERVICE” IN THIS SECTION.
 DTC 88
TDC OFFSET ERROR

DTC 88
TDC OFFSET ERROR
THIS DTC INDICATES THERE IS A PUMP TIMING PROBLEM.
• THIS DTC WILL SET IF TDC OFFSET IS GREATER THAN ± 2.0°, OR THE PCM HAS LOST MEMORY (TDC
OFFSET IS STORED IN PCM MEMORY).

• CHECK INJECTION PUMP TIMING, IF OK, REFER TO “ON-VEHICLE SERVICE” TDC OFFSET.

3-17-93
 DTC 91
CYLINDER BALANCE FAULT
• DIAGNOSE ALL OTHER DTC(s) BEFORE PROCEEDING.
• DTC 91 INDICATES THERE IS A POSSIBLE MECHANICAL OR FUEL DELIVERY PROBLEM WITH
CYLINDER #7.
• DTC 91 WILL NOT TURN ON THE MIL, BUT WILL BE STORED AS A CURRENT AND HISTORY DTC.

* CHECK: FOR BASIC ENGINE MECHANICAL OR CYLINDER FUEL

DELIVERY FAILURES. (LOW COMPRESSION, FAULTY
NOZZLE, FUEL LEAK, RESTRICTED HIGH PRESSURE LINE, ETC...)

DTC 92
CYLINDER BALANCE FAULT

• DIAGNOSE ALL OTHER DTC(s) BEFORE PROCEEDING.

• DTC 92 INDICATES THERE IS A POSSIBLE MECHANICAL OR FUEL DELIVERY PROBLEM WITH
CYLINDER #2.
• DTC 92 WILL NOT TURN ON THE MIL, BUT WILL BE STORED AS A CURRENT AND HISTORY DTC.

* CHECK: FOR BASIC ENGINE MECHANICAL OR CYLINDER FUEL

DELIVERY FAILURES. (LOW COMPRESSION, FAULTY
NOZZLE, FUEL LEAK, RESTRICTED HIGH PRESSURE LINE, ETC...)

DTC 93
CYLINDER BALANCE FAULT

• DIAGNOSE ALL OTHER DTC(s) BEFORE PROCEEDING.

• DTC 93 INDICATES THERE IS A POSSIBLE MECHANICAL OR FUEL DELIVERY PROBLEM WITH
CYLINDER #6 .
• DTC 93 WILL NOT TURN ON THE MIL, BUT WILL BE STORED AS A CURRENT AND HISTORY DTC.

* CHECK: FOR BASIC ENGINE MECHANICAL OR CYLINDER FUEL

DELIVERY FAILURES. (LOW COMPRESSION, FAULTY
NOZZLE, FUEL LEAK, RESTRICTED HIGH PRESSURE LINE, ETC...)
 DTC 94
CYLINDER BALANCE FAULT

• DIAGNOSE ALL OTHER DTC(s) BEFORE PROCEEDING.

• DTC 94 INDICATES THERE IS A POSSIBLE MECHANICAL OR FUEL DELIVERY PROBLEM WITH
CYLINDER #5.
• DTC 94 WILL NOT TURN ON THE MIL, BUT WILL BE STORED AS A CURRENT AND HISTORY DTC.

* CHECK: FOR BASIC ENGINE MECHANICAL OR CYLINDER FUEL

DELIVERY FAILURES. (LOW COMPRESSION, FAULTY
NOZZLE, FUEL LEAK, RESTRICTED HIGH PRESSURE LINE, ETC...)

DTC 95
CYLINDER BALANCE FAULT

• DIAGNOSE ALL OTHER DTC(s) BEFORE PROCEEDING.

• DTC 95 INDICATES THERE IS A POSSIBLE MECHANICAL OR FUEL DELIVERY PROBLEM WITH
CYLINDER #4.
• DTC 95 WILL NOT TURN ON THE MIL, BUT WILL BE STORED AS A CURRENT AND HISTORY DTC.

4 CHECK: FOR BASIC ENGINE MECHANICAL OR CYLINDER FUEL

DELIVERY FAILURES. (LOW COMPRESSION, FAULTY
NOZZLE, FUEL LEAK, RESTRICTED HIGH PRESSURE LINE, ETC...)

DTC 96
CYLINDER BALANCE FAULT

• DIAGNOSE ALL OTHER DTC(s) BEFORE PROCEEDING.

• DTC 96 INDICATES THERE IS A POSSIBLE MECHANICAL OR FUEL DELIVERY PROBLEM WITH
CYLINDER #3.
• DTC 96 WILL NOT TURN ON THE MIL, BUT WILL BE STORED AS A CURRENT AND HISTORY DTC.

* CHECK: FOR BASIC ENGINE MECHANICAL OR CYLINDER FUEL

DELIVERY FAILURES. (LOW COMPRESSION, FAULTY
NOZZLE, FUEL LEAK, RESTRICTED HIGH PRESSURE LINE, ETC...)
 DTC 97
CYLINDER BALANCE FAULT

• DIAGNOSE ALL OTHER DTC(s) BEFORE PROCEEDING.

• DTC 97 INDICATES THERE IS A POSSIBLE MECHANICAL OR FUEL DELIVERY PROBLEM WITH
CYLINDER #1.
• DTC 97 WILL NOT TURN ON THE MIL, BUT WILL BE STORED AS A CURRENT AND HISTORY DTC.

* CHECK : FOR BASIC ENGINE MECHANICAL OR CYLINDER FUEL

DELIVERY FAILURES. (LOW COMPRESSION, FAULTY NOZZLE,
FUEL LEAK, RESTRICTED HIGH PRESSURE LINE, ETC...)

DTC 98
CYLINDER BALANCE FAULT

• DIAGNOSE ALL OTHER DTC(s) BEFORE PROCEEDING.

• DTC 98 INDICATES THERE IS A POSSIBLE MECHANICAL OR FUEL DELIVERY PROBLEM WITH
CYLINDER #8 .
• DTC 98 WILL NOT TURN ON THE MIL, BUT WILL BE STORED AS A CURRENT AND HISTORY DTC.

* CHECK : FOR BASIC ENGINE MECHANICAL OR CYLINDER FUEL

DELIVERY FAILURES. (LOW COMPRESSION, FAULTY NOZZLE,
FUEL LEAK, RESTRICTED HIGH PRESSURE LINE, ETC...)
 PCM
ACCELERATOR PEDAL
POSITION (APP) MODULE l/P HARNESS CONNECTOR
(10-PIN)
BD2 5 VOLT
997 WHT/BLK — 997 WHT/BLK “ VW REFERENCE
APP 1
992 DK BLU - ------ 992 DK BLU PC4 SENSOR SIGNAL
SENSOR
998 BRN ---- ----------- 998 BRN PD4 -----j SENSOR GROUND
996 TAN ---- 996 TAN PB7 5 VOLT
APP2 REFERENCE
SENSOR VV 993 LT BLU 993 LT BLU PC3 SENSOR SIGNAL
999 PPL — — 999 PPL PD3 -----j SENSOR GROUND
995 YEL/BLK 995 YEL/BLK PD11 5 VOLT
APP 3 REFERENCE
SENSOR — y\r — 994 DK GRN - 994 DK QRN PB10 SENSOR SIGNAL
----- 961 GRY PD5 SENSOR GROUND

l PCM CONN. ID I
L-----------------------------------J
l PA/PB PINK 24 PIN I
' PC/PD PINK 32 PIN '
j BC/BD BLUE 32 PIN j

6-20-94
NS 14054

DTC 99
ACCELERATOR PEDAL POSITION (APP) 2 5 VOLT REFERENCE FAULT
Circuit Description:
The Accelerator Pedal Position (APP) module provides a voltage signal that changes relative to accelerator pedal position.
There are three sensors located within the APP module that are scaled differently.

DTC 99 Will Set When: Reference voltage on APP 2 below 4.8 volts for 2 seconds.

Action Taken (PCM will default to): If DTC 99 is present, the PCM will turn “ON” the “Service Throttle Soon” lamp and
limit power.

DTC 99 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF” then “ON.”

DTC Chart Test Description: Number(s) below
refer to circled number(s) on the diagnostic chart.
1. This step will determine if there is a good 5 volt reference.
Diagnostic Aids: A Tech 1 scan tool reads APP 2 position
in volts. It should read about 4.5 volts with throttle closed and
ignition “ON” or at idle. Voltage should decrease at a steady rate
as throttle is moved toward Wide Open Throttle (WOT).
A short to ground in CKT 996 will result in a DTC 99.
Refer to SECTION 2 for “Intermittents.”
Scan APP 2 signal while depressing accelerator pedal with
engine stopped and ignition “ON.” Display should vary from
about 4.5 volts when throttle was closed, to about 1.5 volts
when throttle is held at Wide Open Throttle (WOT) position,
 DTC 99
ACCELERATOR PEDAL POSITION (APP) 2
5 VOLT REFERENCE FAULT

IF PCM IS FAULTY AND MUST BE REPLACED, “TDC OFFSET” MUST BE PROGRAMMED INTO THE NEW PCM.
REFER TO “ON-VEHICLE SERVICE" IN THIS SECTION.

4-23-93
 l/P HARNESS CONNECTOR (23 PINW PCM
DATA LINK — 448 WHT/BLK 448 WHT/BLK PA12 DIAGNOSTIC
CONNECTOR REQUEST
(DLC)
451 BLK/WHT PCI SYSTEM GROUND

F TO FUEL PUMP RELAY

o E D C B
* o TO VSS TO FUEL
V*. G H J K L BUFFER PUMP
MODULE ENGINE 551 TAN/WHT - PD1 SYSTEM GROUND
GROUND ~
800 TAN ------ 800 TAN “ PC14 SERIAL DATA
TO SIR
ECM-I
IGNITION IGNITION FEED
SWITCH -* \J - 439 PNK/BLK
ECM-B 20 AMP
B+ 440 ORN
20 AMP
OIL PRESSURE
SWITCH

440 ORN BATTERY FEED

806 PPL 5 YEL

1
BULKHEAD TO START
CONNECTOR SWITCH
451 BLK/WHT

120 GRY

ACCELERATOR
PEDAL
POSITION
(APP) l/P HARNESS ENGINE ~
MODULE CONNECTOR (10 PIN) GROUND
- 997 WHT/BLK 997 WHT/BLK BD2 5V REFERENCE
APP 1 - 992 DK BLU - - 992 DK BLU — PC4 APP 1 SIGNAL
SENSOR
- 998 BRN------ ------ 998 BRN — PD4
GROUND

- 996 TAN 996 TAN — PB7 5V REFERENCE

APP 2
SENSOR - 993 LT BLU 993 LT BLU — PC3 APP 2 SIGNAL
- 999 PPL — — 999 PPL — PD3 GROUND

- 995 YEL/BLK- 995 YEL/BLK — PD11 5V REFERENCE

APP 3
SENSOR - 994 DK GRN ' • 994 DK GRN — PB10 APP 3 SIGNAL
------961 GRY — PD5 GROUND
OPTICAL/ ENGINE HARNESS
FUEL TEMP
SENSOR 474 GRY N j----- 474 GRY — PD10 5 V REFERENCE
TBD PNK G )----- 982 PNK — PD15 CAM SIGNAL
943 PPL H j----- 983 PPL — PD9 HI RES. SIGNAL
987 WHT J {----- 987 WHT — PD14 SENSOR GROUND
1578 YEL K j----- 1578 YEL — PB11 FUEL TEMPERATURE
J
987 WHT SIGNAL
7-1-94
REFER TO PCM CONNECTOR TERMINAL END VIEW FOR PCM CONNECTOR COLOR NS14200
 ENGINE HARNESS CONNECTOR (8 PIN)
i PCM
ENGINE ECT SIGNAL
COOLANT
TEMPERATURE
(ECT) SENSOR

SENSORGROUND

IAT SIGNAL

CRANKSHAFT
POSITION SIGNAL

5V REFERENCE
TO EGR CONTROL
PRESSURE/BARO SENSOR
(LESS THAN 8500 GVW)
BOOST
SENSOR
(TURBO BOOST SIGNAL
ONLY)
TO EGR CONTROL
BOOST PRESSURE/BARO SENSOR
PRESSURE (LESS THAN ____
BARO SENSOR BARO SIGNAL
(TURBO, GREATER (TURBO, GREATER
THAN 8500 GVW) THAN 8500 GVW)
ENGINE HARNESS
ATMOSPHERIC CONNECTOR (15 PIN)
PRESSURE"
A
± l
INJECTION 564 TAN/BLK — 564 TAN/BLK - PA9 ITS COIL 1 LOW
TIMING D 565 RED/BLK— j- — 565 RED/BLK - PA8 ITS COIL 1 HIGH
STEPPER
(ITS) B 566 ORN/BLK — 566 ORN/BLK - PA10 ITS COIL 2 LOW
MOTOR — 567 YEL/BLK - PA11
C 567 YEL/BLK ITS COIL 2 HIGH
ENGINE
SHUT
— 981 DK BLU/WHT u 981 DK BLU/WHT- BC16 ENGINE SHUT-OFF
SOLENOID CONTROL
OFF
SOLENOID — 339 PNK
984 LT GRN- BC14 FUEL INJECT CONTROL

984 LT GRN J 984LTGRN- BD13 FUEL INJECT CONTROL

---- 985 RED- ---- 985 RED- PC2 FUEL INJECT SIGNAL
FUEL ■339 PNK
SOLENOID
DRIVER
L : 950 LT GRN CLOSURE GROUND

ENGINE 339 PNK

HARNESS
CONNECTOR
7
BLK ----
(8 PIN)

TO
FUEL / f X IGNITION 20 AMP
SOLENOID^ T SWITCH

RED- BULKHEAD
CONNECTOR

6-21-94
NS 14201
 EGR SOLENOID TO WATER IN TO EGR VENT
PCM
(VEHICLES LESS THAN FUEL SENSOR SOLENOID
8500 GVW) (VEHICLES LESS THAN
8500 GVW)
TO ENG-I
IGNITION ~«- TO FUEL HEATER
SWITCH 20 AMP
JUNCTION — 539 PNK-
BLOCK GLOW PLUG
— 505 YEL - -| PCI 3 RELAY CONTROL
— 150 BLK-
l ENGINE
— GROUND

LEFT
GLOW
PLUGS

503 ORN

503 ORN----

507 DK BLU PB8 GLOW PLUG SIGNAL

509 ORN/BLK

RIGHT
STOP/HAZ GLOW
PLUGS
20 AMP TO CHMSL
TO CHMSL l/P HARNESS RELAY (P/U)
CONNECTOR
140 ORN — 1 (23 PIN)
CRUISE CONTROL
17 WHT {W > I . WHT BRAKE SWITCH
SIGNAL
275 LT GRN TO TO ANTILOCK
BTSI (A/T)
1135 DK GRN •
TCC/BRAKE
420 PPL (A/T) 420 PPL (A/T) SWITCH SIGNAL
420 PPL (M/T) 420 PPL (M/T)- -TO ANTILOCK

r379 BRN/WHT o - N/WHT (M/T)

TO ANTILOCK -----1 D2

TO BRAKE
IGNITION
SWITCH 10 AMP a m
TO VSS u
BUFFER
N.C.
MODULE
CLUTCH PEDAL
* FUSIBLE LINK POSITION SWITCH

REFER TO PCM CONNECTOR TERMINAL END VIEW FOR PCM CONNECTOR COLOR
6-22-94
NS14203
 BULKHEAD l/P HARNESS PCM
CONNECTOR CONNECTOR (23 PIN)
821 PPL/WHT

ENGINE
822 LT GRN/BLK E7
1C DLC
TO 'GROUND
OUTPUT SPEED VSS INPUT C7 - TO
AND CLUSTER GAUGES TO
VEHICLE SPEED
GROUND C8 ' 451 BLK/WHT J ------------------ IGNITION
SENSOR IGNITION FEED 10 AMP SWITCH
C9 SIR
(VSS)
VSS OUTPUT C10 D3 TO
ANTILOCK
VSS BUFFER C11 BULKHEAD
MODULE CONNECTOR
VSS INPUT C12 821 PPL/WHT
TRANS. OUTPUT C13 437 BRN PC15 TRANSMISSION
OUTPUT SPEED SIGNAL
VSS OUTPUT C14 TO RADIO 817 DK ORN/WHT VEHICLE SPEED
BD8 SIGNAL (M/T)
VSS OUTPUT CIS | M k — 817 DK GRN/WHT PD8 VEHICLE SPEED
SIGNAL (A/T)

HIGH PRESSURE
A/C RELAY CUT-OFF SWITCH

UNDERHOOD
ELECTRICAL
CENTER

TO B +
10 AMP \ N-C>
A/C CONTROL LOW PRESSURE
TO IGNITION CYCLING SWITCH 59 DK GRN —I PB4 A/C SIGNAL
SWITCH ------

150 BLK
L/lJ"
A/C COMPRESSOR
CLUTCH MIL BULKHEAD
CONNECTOR
MIL “SERVICE
m
r~ 39 PNK/BLK- “SERVICE [M] 419 BRN/WHT ENGINE SOON”
CONTROL
ENGINE l/P HARNESS
SOON” CONNECTOR
GAUGES (23 PIN)
TO
IGNITION 39 PNK/BLK- -SSL 960 960 YEL “SERVICE THROTTLE
SWITCH 10 AMP “SERVICE WHT/BLK - 0 SOON” LAMP
THROTTLE SOON” CONTROL
TO CRUISE LAMP
IGNITION 41 BRN
SWITCH 10 AMP STEERING
COLUMN
CONNECTOR
l/P HARNESS
CONNECTOR
A13 (10 PIN)
397 GRY CRUISE “ON/OFF”
CRUISE A12
CONTROL -m - REQUEST SIGNAL
87 GRY/BLK RESUME/ACCELERATE
SWITCH REQUEST SIGNAL
A14 - 84 DK BLU SET/COAST
REQUEST SIGNAL
BULKHEAD
CONNECTOR
REFER TO PCM CONNECTOR TERMINAL END VIEW FOR PCM CONNECTOR COLOR 6-28-94
NS14202
 TFT TO BOOST TO ECT, IAT AND PCM
SENSOR SENSOR CRANKSHAFT
(A/T ONLY) (TURBO ONLY) POSITION SENSOR

A SENSOR GROUND
EGR CONTROL EGR CONTROL
PRESSURE/BARO B PRESSURE/BARO SIGNAL
SENSOR
C 5V REFERENCE

EGR VENT
SOLENOID CONTROL
(VEHICLES LESS THAN
8500 GVW)

EGR SOLENOID
CONTROL
(VEHICLES LESS THAN
8500 GVW)

TO 4
VACUUM ^

WASTEGATE WASTEGATE SOLENOID

SOLENOID CONTROL (TURBO ONLY)
(TURBO
ONLY)

REFER TO PCM CONNECTOR TERMINAL AND END VIEW FOR PCM CONNECTOR COLOR
6-22-94
NS 15523
 PCM

4 WHEEL DRIVE
LOW SWITCH
N.O.

TORQUE
CONVERTER
CLUTCH
(TCC)
SOLENOID

TCC
PULSE TCC PWM SOLENOID
WIDTH CONTROL
MODULATED
(PWM)
SOLENOID

3-2
CONTROL
SOLENOID

1-2 SHIFT
SOLENOID CONTROL

1.3 CUIPT
SOLENOID CONTROL

TRANSMISSION
RANGE
PRESSURE
SWITCH

TRANSMISSION
FLUID
TEMPERATURE
SIGNAL
SENSOR GROUND

TO EGR CONTROL
PRESSURE/BARO TO ECT, IAT AND
SENSOR CRANKSHAFT
POSITION SENSOR

VEHICLES WITH 4L60E TRANSMISSION

REFER TO PCM CONNECTOR TERMINAL END VIEW FOR PCM CONNECTOR COLOR 6-23-94
NS 14802
 PCM
1694 GRY/BLK BC2 4 WHEEL DRIVE
4 WHEEL DRIVE LOW SIGNAL
LOW SWITCH N.O. -L

PC12 TRANSMISSION INPUT

---- 1230 RED/BLK —
TRANSMISSION SPEED SIGNAL (HIGH)
INPUT SPEED 1231 DK BLU/WHT — PD12 TRANSMISSION INPUT
SENSOR SPEED SIGNAL (LOW)
TO EGR CONTROL TO ECT, IAT,
PRESSURE/BARO SENSOR CRANKSHAFT
(LESS THAN 8500 GVW) POSITION AND
BOOST SENSOR
TO BARO
TRANSMISSION SENSOR
CONNECTOR (GREATER
THAN 8500
GVW)
;_ L
TRANSMISSION
FLUID SENSOR GROUND
- 1 0 1 - 452 BLK
TEMPERATURE
(TFT)
SENSOR
* -El
TRANSMISSION
FLUID
TEMPERATURE
(TFT) SIGNAL
TORQUE 1350 BLK —[~BOrT TCC SOLENOID
CONVERTER T S ’ CONTROL (PWM)
CLUTCH
(TCC) PRNDL
SOLENOID

IGNITION 10 AMP
SWITCH
1020 PNK
1-2 SHIFT •H Z h - BULKHEAD-'
SOLENOID CONNECTOR
1-2 SHIFT
id SOLENOID
CONTROL

2-3 SHIFT
SOLENOID *1 1223 YEL/BLK — I BC13
2-3 SHIFT
SOLENOID
-[ CONTROL

PRESSURE
1229 LT BLU/WHT---- 1 PC11 CONTROL
PRESSURE SOLENOID
CONTROL (LOW)
SOLENOID
(PCS) PRESSURE
1228 RED/BLK — | PC6 CONTROL
SOLENOID
(HIGH)

1224 PNK — | BC8 RANGE

SIGNAL “A”

TRANSMISSION
RANGE 1225 DK BLU — | BC9 RANGE
PRESSURE SIGNAL “B”
SWITCH
1226 RED — | BC10 RANGE
SIGNAL "C”

VEHICLES WITH 4L80E TRANSMISSION

6-23-94
REFER TO PCM CONNECTOR TERMINAL END VIEW FOR PCM CONNECTOR COLOR. NS 14803
 PCM Connector and Driveability Symptoms Identification
This PCM voltage chart is for use with a J 39200 to further aid in diagnosis. These voltages were derived
from a known good vehicle. The voltages you get may vary due to low battery charge or other reasons, but
they should be very close.
The “B+” symbol indicates a nominal system voltage of 12-14 volts.
THE FOLLOWING CONDITIONS MUST BE MET BEFORE TESTING:
• Engine at operating temperature • Engine idling (for “Engine Operating” column)
• Test terminal not grounded • Scan tool not installed
PINK 24 PIN PA/PB CONNECTOR
NORMAL VOLTAGE
PIN PIN FUNCTION CKT WIRE DTC(s) POSSIBLE
# COLOR KEY ENGINE AFFECTED SYMPTOMS
“ON” OPERATING
A1 IGNITION FEED 439 PNK/BLK B+ B+ - NO START
A2 3-2 CONTROL SOLENOID CONTROL A 687 WHT B+ B+ 66 3rd GEAR ONLY
A3 WASTEGATE SOLENOID CONTROL ^ 972 YEL B+ B+ 62 NO TURBO BOOST
A4 EGR VENT SOLENOID CONTROL (VIN P, VIN S) 971 WHT B+ B+ 31,45 NO EGR
A5 SERVICE THROTTLE SOON LAMP CONTROL 960 YEL (4) (4) 49 NO SERVICE
THROTTLE SOON
LAMP
A6 NOT USED - - - - - -
A7 CRUISE CONTROL BRAKE SWITCH SIGNAL 17 WHT 0 0 37, 38, 41 NO BRAKE LIGHTS
A8 ITS COIL 1 HIGH 565 RED/BLK .9V B+ 34 POOR
PERFORMANCE
A9 ITS COIL 1 LOW 564 TAN/BLK B+ .9V 34 POOR
PERFORMANCE
A10 ITS COIL 2 LOW 566 ORN/BLK B+ .9V 34 POOR
PERFORMANCE
A11 ITS COIL 2 HIGH 567 YEL/BLK .9V B+ 34 POOR
PERFORMANCE
A12 DIAGNOSTIC REQUEST 448 WHT/BLK 5V 5V NONE -

(1) VARIES.
(2) OPEN CIRCUIT.
(3) GROUNDED CIRCUIT.
(4) OPEN/GROUNDED CIRCUIT. BA CK V EW
(5) LESS THAN 1 VOLT. OF
COIMNECTOR
(6) LESS THAN .5 VOLT (500 mV).
A 4L60E. A i \ / /b\
d.
^ TURBO CHARGED.
□ □1
□c
UQ
j|
3L
□C
□C
□C
I I
#
VEHICLE: C/K TRUCK
it H
ENGINE: 6.5L DIESEL VIN P (L49)
24 PIN A-B
VIN S (L56) CONNECTOR
VIN F (L65) (PINK)

TRANSMISSION: 4L60E. 4L80E AND MANUAL

3-4-94
NS 14549
 PCM Connector and Driveability Symptoms Identification
This PCM voltage chart is for use with a J 39200 to further aid in diagnosis. These voltages were derived
from a known good vehicle. The voltages you get may vary due to low battery charge or other reasons, but
they should be very close.
The “B+” symbol indicates a nominal system voltage of 12-14 volts.
THE FOLLOWING CONDITIONS MUST BE MET BEFORE TESTING:
• Engine at operating temperature • Engine idling (for “Engine Operating” column)
• Test terminal not grounded • Scan tool not installed
PINK 24 PIN PA/PB CONNECTOR
NORMAL VOLTAGE
PIN FUNCTION CKT WIRE DTC(s) POSSIBLE
PIN IGNITION ENGINE
# COLOR AFFECTED SYMPTOMS

B1
B2
NOT USED
NOT USED -
- -
-
“ON”
-
-
OPERATING
-
-
-
-
-
-
B3 NOT USED - - - - - -
B4 A/C SIGNAL 59 DK GRN 0*A 0*A NONE A/C STATUS
B5 NOT USED - - - - - -
B6 NOT USED - - - - - -
B7 APP 2 SENSOR 5V REFERENCE 996 TAN 5v 4.3v 25, 26, 27, POOR
84,99 PERFORMANCE

B8 GLOW PLUG SIGNAL 507 DK BLU B+ 0 29 HARD START

B9 NOT USED - - - - - -
B10 APP 3 SENSOR SIGNAL 994 DK GRN 4v 4v 64, 65, 84 POOR
PERFORMANCE

B11 FUEL TEMP SIGNAL 1578 YEL (2 ) 1.5v(2) 42, 43 POOR

PERFORMANCE IN
COLD TEMPS

B12 IAT SIGNAL 472 TAN (2 ) 1 .6 v (2 ) 47, 48 POOR

PERFORMANCE IN
COLD TEMPS

(1) VARIES.
(2) VARIES WITH TEMPERATURE. BACK VIEW
(3) OPEN CIRCUIT. CONNECTOR
(4) GROUNDED CIRCUIT. /V

□j
(5) OPEN/GROUNDED CIRCUIT. / A.1\ /
(6 ) LESS THAN 1 VOLT.
LESS THAN .5 VOLT (500 mV). 3 7L
A B+ WITH A/C “ON.”

Ij
VEHICLE: C/K TRUCK
vVINin sr □|t □]
CONNECTOR
. e cl n iE C C i \ / I M D /I /IO \
c rv v a irM c ; u ic o e l \u to i
(L56)
VIN F (L65) (PINK)

TRANSMISSION: 4L60E. 4L80E AND MANUAL

10-28-93
NS 14550
 PCM Connector and Driveability Symptoms Identification
This PCM voltage chart is for use with a J 39200 to further aid in diagnosis. These voltages were derived
from a known good vehicle. The voltages you get may vary due to low battery charge or other reasons,
but they should be very close.
The “B+” symbol indicates a nominal system voltage of 12-14 volts.
THE FOLLOWING CONDITIONS MUST BE MET BEFORE TESTING:
• Engine at operating temperature • Engine idling (for “Engine Operating” column)
• Test terminal not grounded • Scan tool not installed
PINK 32 PIN PC/PD CONNECTOR
NORMAL VOLTAGE
PIN PIN FUNCTION CKT WIRE DTC(s) POSSIBLE
# COLOR KEY ENGINE AFFECTED SYMPTOMS
“ON” OPERATING
C1 SYSTEM GROUND 451 BLK/WHT 0* 0* NONE -
C2 FUEL INJECT SIGNAL 985 RED 5.6V 4.0V NONE NONE
C3 APP SENSOR 2 SIGNAL 993 LT BLU 4.3V 4.3V 26,27, 84 POOR PERFORMANCE
C4 APP SENSOR 1 SIGNAL 992 DK BLU .5V .5V 22, 23, 84 POOR PERFORMANCE
C5 EGR CONTROL PRESS/BARO SIGNAL (VIN P, 433 GRY/BLK 4.8V 3.2V 31,33 NO EGR
VIN S) BARO SIGNAL (VIN F)
C6 PRESSURE CONTROL SOLENOID (HIGH) A • 1228 RED/BLK 0* 6.3V 73 HARSH SHIFT
C7 BOOST SIGNAL ^ 432 LT GRN 1.4V 1.4V 61,62 NO TURBO BOOST
C8 ECT SIGNAL 410 YEL 3.4V (3) 3.0V (3) 14,15 EARLY TCC
C9 TRANSMISSION FLUID TEMPERATURE (TFT) 1227 YEL/BLK 3.5V 2.8V 58, 59, 79 EARLY TCC
SIGNAL A •
C10 CRANKSHAFT POSITION EGR CONTROL 416 GRY 5V 5V 19, 31 BACK UP FUEL, NO
PRESS/BARO AND BOOST SENSOR 5 VOLT EGR
REFERENCE
C 11 PRESSURE CONTROL SOLENOID (LOW) A • 1229 LT BLU/ 0* 1.5V 73 HARSH SHIFT
WHT
C12 TRANS INPUT SPEED SIGNAL (HIGH) • 1230 RED/BLK 0* 0* 74 NO TCC APPLY NO 4th
GEAR IN HOT MODE
C13 GLOW PLUG RELAY CONTROL 505 YEL B+ 0 29 HARD START
C14 SERIAL DATA 800 TAN 5V 5V NONE NO SCAN TOOL
DATA
C15 TRANSMISSION OUTPUT SPEED SIGNAL 437 BRN 0* 0* 24, 72 2nd GEAR ONLY
C16 NOT USED - - - - - -

(1) VARIES FROM 0 TO BATTERY VOLTAGE, DEPENDING ON POSITION OF DRIVE WHEELS. BACK VIEW
OF
(2) VARIES. CONNECTOR
(3) VARIES WITH TEMPERATURE. .
(4) OPEN CIRCUIT. /C^ jSK
(5)
(6 )
{7)
(8 )
GROUNDED CIRCUIT.
OPEN/GROUNDED CIRCUIT.
LESS THAN 1 VOLT.
B+ WHEN GLOW PLUG LAMP “ON.”
—
S IT
n n— 1

j
□ □
LESS THAN .5 VOLT (500 mV). H □ □
A 4L60E. 32 PIN C-D J □ □
• 4L80E. CONNECTOR (PINK) j □ □
□ □
^ TURBO CHARGED.
VEHICLE: C/K TRUCK [3 W
-o o =
ENGINE: 6.5L DIESEL VIN P (L49)
VIN S (L56) S IS
VIN F (L65)
TRANSMISSION: 4L60E. 4L80E AND MANUAL 3-4-94
NS 14551
 P C M C o n n e c to r a n d D riv e a b ility S y m p to m s Id e n tific a tio n
This PCM voltage chart is for use with a J 39200 to further aid in diagnosis. These voltages were derived
from a known good vehicle. The voltages you get may vary due to low battery charge or other reasons,
but they should be very close.
The “B+” symbol indicates a nominal system voltage of 12-14 volts.
THE FOLLOWING CONDITIONS MUST BE MET BEFORE TESTING:
• Engine at operating temperature • Engine idling (for “Engine Operating” column)
• Test terminal not grounded • Scan tool not installed
P IN K 32 P IN P C /P D C O N N E C T O R
NORMAL VOLTAGE
CKT WIRE DTC(s) POSSIBLE
PIN PIN FUNCTION COLOR KEY ENGINE AFFECTED SYMPTOMS
#
“ON” OPERATING
D1 SYSTEM GROUND 551 TAN/WHT 0* 0* NONE -
D2 CLOSURE GROUND 950 LT GRN (4) (4) NONE NO START
D3 APP 2 SENSOR GROUND 999 PPL 0 0 26, 27, 84 POOR
PERFORMANCE
D4 APP 1 SENSOR GROUND 998 BRN 0 0 22, 23, 84 POOR
PERFORMANCE
D5 APP 3 SENSOR GROUND 961 GRY 0 0 64, 65, 84 POOR
PERFORMANCE

D6 ECT, IAT, CRANKSHAFT POSITION, TFT AND 452 BLK 0* 0* 14, 47,19, FAST IDLE, BACK UP
EGR CONTROL PRESSURE SENSOR GROUND 58 FUEL
D7 NOT USED - - - - - -
D8 VEHICLE SPEED SIGNAL A • 1586 BRN/WHT 0* 0* 16 FUEL CUTOFF

D9 HIGH RESOLUTION SIGNAL 983 PPL 5V 2.5V 17 BACK UP FUEL

D10 OPTICAL SENSOR 5V REFERENCE 474 GRY 5V 5V 17,18 BACK UP FUEL

D11 APP 3 SENSOR 5V REFERENCE 995 YEL/BLK 5V 5V 64, 65, POOR

84 PERFORMANCE
D12 TRANSMISSION INPUT SPEED SIGNAL (LOW) • 1231 DK BLU/ 0* 0* 74 NO TCC APPLY, NO
WHT 4th GEAR IN HOT
MODE

D13 CRANKSHAFT POSITION SIGNAL 643 YEL 5V 4.5V 19 BACK UP FUEL

D14 OPTICAL SENSOR GROUND 987 WHT 0* 0* 17,18 BACK UP FUEL

D15 OPTICAL SENSOR CAM SIGNAL 982 PNK ,2V .5V 18 BACK UP FUEL

D16 NOT USED - - - - - -

(1) VARIES FROM 0 TO BATTERY VOLTAGE, DEPENDING ON POSITION OF DRIVE WHEELS. BA CK VIEW
OF
(2) VARIES. co| MNECTOR
(3) OPEN CIRCUIT. a

(4) GROUNDED CIRCUIT. /C f ^ / p \

(5) OPEN/GROUNDED CIRCUIT. p

(6 ) LESS THAN 1 VOLT. ~
LESS THAN .5 VOLT (500 mV). ” SIT
A 4L60E. —
• 4L80E. |1 m □□
32 PIN C-D 91 □□
CONNECTOR (PINK) 9 1 □□
□□
VEHICLE: C/K TRUCK
ENGINE: 6.5L DIESEL VIN P (L49) —
B E f
VIN S (L56) “ n c trz ]
VIN F (L65) E :
E a 3-4-94
TRANSMISSION: 4L60E. 4L80E AND MANUAL NS 14552
 PCM Connector and Driveability Symptoms Identification
This PCM voltage chart is for use with a J 39200 to further aid in diagnosis. These voltages were derived
from a known good vehicle. The voltages you get may vary due to low battery charge or other reasons,
but they should be very close.
The “B+” symbol indicates a nominal system voltage of 12-14 volts.
THE FOLLOWING CONDITIONS MUST BE MET BEFORE TESTING:
• Engine at operating temperature • Engine idling (for “Engine Operating” column)
• Test terminal not grounded • Scan tool not installed
BLUE 32 PIN BC/BD CONNECTOR
NORMAL VOLTAGE
CKT WIRE DTC(s) POSSIBLE
PIN PIN FUNCTION KEY ENGINE
# COLOR AFFECTED SYMPTOMS
“ON” OPERATING
C1 BATTERY FEED 440 ORN B+ B+ NONE NO START
C2 FWD LOW SIGNAL A * 1493 DK BLU B+ B+ NONE -
C3 NOT USED - - - - - -
C4 NOT USED - - - - - -
C5 MIL “SERVICE ENGINE SOON” CONTROL 419 BRN/WHT (5) (5) 46 NO MIL
C6 TCC SOLENOID CONTROL A 422 TAN/BLK B+ B+ 67,69 POOR FUEL
ECONOMY
C7 1-2 SHIFT SOLENOID 1222 LT GRN B+ .4V 82 NO 3rd/4th GEAR
CONTROL A •
C8 RANGE 1224 PNK B+ B+ 24, 28, 72 -
SIGNAL “A” A *
C9 RANGE 1225 DK BLU 0 0 24, 28, 72 -
SIGNAL “B” A •
C10 RANGE 1226 RED B+ B+ 24, 28, 72 -
SIGNAL “C” A •
C 11 TCC SOLENOID CONTROL (PWM) A • 1350 TAN/BLK B+ .4V 67 - 4L60E -
8E- 4L80E
C12 NOT USED - - - - - -
C13 2-3 SHIFT SOLENOID CONTROL A• 1223 YEL/BLK B+ -4V 81 -
C14 FUEL INJECT CONTROL 984 LT GRN 0 1.9V NONE NONE
C15 EGR SOLENOID CONTROL (VIN P AND S) 435 GRY B+ 9.5V 32, 44 NO EGR
C16 ENGINE SHUT-OFF SOLENOID CONTROL 981 DK (5) (5) 13 NO START
BLU/WHT

BACK VIEW
(1) VARIES. OF
(2) READS BATTERY VOLTAGE IN GEAR. CONNECTOR
(3) OPEN CIRCUIT.
(4) GROUNDED CIRCUIT.
(5) OPEN/GROUNDED CIRCUIT.
(6) LESS THAN 1 VOLT.
LESS THAN .5 VOLT (500 mV).
4L60E.
4L80E. 32 PIN C-D
CONNECTOR (BLUE)

VEHICLE: C/K TRUCK

ENGINE: 6.5L DIESEL VIN P (L49)
VIN S (L56)
VIN F (L65)
TRANSMISSION: 4L60E. 4L80E AND MANUAL 3-4-94
NS 14553
 PCM Connector and Driveability Symptoms Identification
This PCM voltage chart is for use with a J 39200 to further aid in diagnosis. These voltages were derived
from a known good vehicle. The voltages you get may vary due to low battery charge or other reasons,
but they should be very close.
The “B+” symbol indicates a nominal system voltage of 12-14 volts.
THE FOLLOWING CONDITIONS MUST BE MET BEFORE TESTING:
• Engine at operating temperature • Engine idling (for “Engine Operating” column)
• Test terminal not grounded • Scan tool not installed
BLUE 32 PIN BC/BD CONNECTOR
NORMAL VOLTAGE
CKT WIRE DTC(s) POSSIBLE
PIN PIN FUNCTION # COLOR KEY ENGINE AFFECTED SYMPTOMS
“ON” OPERATING
D1 NOT USED - - - - - -
D2 APP 1 SENSOR 5V REFERENCE 997 WHT/BLK 5V 5V 21,22,23, POOR
84 PERFORMANCE
D3 CRUISE “ON/OFF” REQUEST SIGNAL 397 GRY (4) (4) NONE NO CRUISE
D4 NOT USED - - - - - -
D5 TCC/BRAKE SWITCH SIGNAL A• 420 PPL B+ B+ 37, 38, 41 NO TCC
# 379 BRN/WHT TBD TBD TBD TBD
D6 NOT USED - - - - - -
D7 NOT USED - - - - - -
D8 VEHICLE SPEED SIGNAL # 817 DK * * 16 NO CRUISE
GRY/WHT
D9 NOT USED - - - - - -
D10 NOT USED - - - - - -
D11 RESUME/ACCEL REQUEST SIGNAL 87 GRY/BLK B+ B+ 76 NO CRUISE
D12 NOT USED - - - - ■ -
D13 FUEL INJECT CONTROL 984 LT GRN 0 1.9V NONE NONE
D14 NOT USED - - - - - ■
D15 SET/COAST REQUEST SIGNAL 84 DK BLU B+ B+ 71 NO CRUISE

D16 NOT USED - - - - - ■

(1) VARIES. BACK VIEW

OF
(2) OPEN CIRCUIT. CONNECTOR
(3) GROUNDED CIRCUIT.
(4) OPEN/GROUNDED CIRCUIT
(5) LESS THAN 1 VOLT.
LESS THAN .5 VOLT (500 mV).
# MANUAL TRANSMISSION.
A 4L60E.
• 4L80E.

VEHICLE: C/K TRUCK

ENGINE: 6.5L DIESEL VIN P (L49)
VIN S (L56)
VIN F (L65) 32 PIN C-D
TRANSMISSION: 4L60E. 4L80E AND MANUAL CONNECTOR (BLUE) 3 . 4 .9 4
NS 14554
 ON-VEHICLE SERVICE
WIRE HARNESS
The PCM harness electrically connects the PCM to the
various solenoids, switches, and sensors in vehicle engine
transmission and passenger compartment.
Wire harnesses should be replaced with proper part
number harnesses. When signal wires are spliced, into a
harness, use wire with high temperature insulation only.
With the low current and voltage levels found in the
system, it is important that the best possible bond at all wire
splices be made by soldering the splices, as shown in
Figure 3-22.
Molded on connectors require complete replacement of the
connector. This means splicing a new connector assembly into
the harness.
Replacement connectors and terminals are listed in
Group 8.965, of the Standard Parts Catalog.
CONNECTORS AND TERMINALS
Use care, when probing a connector or replacing terminals
in them. It is possible to short between opposite terminals.
TWISTED/SHIELDED CABLE
DRAIN WIRE
z OUTER JACKET
MYLAR
1. REMOVE OUTER JACKET.
2. UNWRAP ALUMINUM/MYLAR TAPE. DO NOT
REMOVE MYLAR.
3. UNTWIST CONDUCTORS. STRIP INSULATION AS
NECESSARY.
DRAIN WIRE
4. SPLICE WIRES USING SPLICE CLIPS AND ROSIN CORE
SOLDER. WRAP EACH SPLICE TO INSULATE.
5. WRAP WITH MYLAR AND DRAIN (UNINSULATED) WIRE.
I
r r m — *
6. TAPE OVER WHOLE BUNDLE TO SECURE AS BEFORE.
Figure 3-22 - Wire Harness Repair
If this happens, to the wrong terminal pair, it is possible
to damage certain components. Always use jumper wires
between connectors, for circuit checking. NEVER probe through
the Weather-Pack seals. Use tachometer adapter J 35812, or
equivalent, which provides an easy hook up of the tach. lead.
The connector test adapter kit J 35616, or equivalent, contains an
assortment of flexible connectors, used to probe terminals during
diagnosis. Fuse remover and test tool BT 8616, or equivalent, is
used for removing a fuse and to adapt fuse holder, with a meter,
for diagnosis.
When diagnosing, open circuits are often difficult to locate
by sight, because oxidation, or terminal misalignment are
hidden by the connectors. Merely wiggling a connector on a
sensor, or in the wiring harness, may correct the open circuit
condition. This should always be considered, when an open
circuit, or failed sensor is indicated. Intermittent problems may,
also, be caused by oxidized or loose connections.
Before making a connector repair, be certain of the type of
connector. Weather-Pack and Compact Three connectors look
similar, but are serviced differently.
TWISTED LEADS
1. LOCATE DAMAGED WIRE.
2. REMOVE INSULATION AS REQUIRED.
SPLICE AND SOLDER
3. SPLICE TWO WIRE TOGETHER USING SPLICE
CLIPS AND ROSIN CORE SOLDER.
4. COVER SPLICE WITH TAPE TO INSULATE
FROM OTHER WIRES.
5. RETWIST AS BEFORE AND TAPE WITH
ELECTRICAL TAPE AND HOLD IN PLACE.
4 -5 -9 4
4S 0570 6E
Micro-Pack To remove a terminal:
1. Slide the seal back on the wire.
Refer to Figure 3-23 and repair procedure for replacement 2. Insert tool (3) BT-8518, or J 35689, or equivalent, as
of a Micro-Pack terminal. shown in insert “A” and “B,” to release the terminal
locking tab (2).
3. Push the wire and terminal out through the connector.
If reusing the terminal, reshape the locking tang (2).

Weather-Pack

A Weather-Pack connector can be identified by a rubber

seal, at the rear of the connector. This connector, which is used
in the engine compartment, protects against moisture and dirt,
which could create oxidation and deposits on the terminals.
This protection is important, because of the very low voltage
and current levels found in the electronic system.
Repair of a Weather-Pack terminal is shown in
Figure 3-25. Use tool J M28742, or BT-8234-A to remove the
1 CABLE 3 LOCKING TANG pin and sleeve terminals.
If removal is attempted with an ordinary pick, there is a
2 TERMINAL 4 TOOL J 33Q95/BT8234-A
7S 3548-6E good chance that the terminal will be bent, or deformed. Unlike
Figure 3-23 - Micro-Pack Connector standard blade type terminals, these terminals cannot be
straightened once they are bent.
Metri-Pack Make certain that the connectors are properly seated and
all of the sealing rings in place, when connecting leads. The
hinge type flap provides a backup, or secondary locking feature
Some connectors use terminals called Metri-Pack
for the connector. They are used to improve the connector
Series 150 (Figure 3-24). These may be used at the coolant
reliability by retaining the terminals, if the small terminal lock
sensor, as well as TBI/CPI units.
tangs are not positioned properly.
They are also called “Pull-To-Seat” terminals, because, to
Weather-Pack connections cannot be replaced with
install a terminal on a wire, the wire is first inserted through the seal
standard connections. Instructions are provided with
(5) and connector (4). The terminal is then crimped on the wire and
Weather-Pack connector and terminal packages.
the terminal pulled back into the connector to seat it in place.

1. METRI-PACK SERIES 3. TOOL J 35689 OR BT-8446

150 FEMALE TERMINAL 4. CONNECTOR BODY
2. LOCKING TANG 5. SEAL
2-5-90
*7S 3213-6E

Figure 3-24 - Metri-Pack Series 150 Terminal Removal

 1. OPEN SECONDARY LOCK HINGE ON CONNECTOR.
Compact Three
FEMALE MALE
CONNECTOR CONNECTOR The Compact Three connector, which looks similar to a
Weather-Pack connector, is not sealed and is used where
resistance to the environment is not required. This type of
SECONDARY- connector, most likely, is used at the air control solenoid. Use
LOCK HINGE the standard method, when repairing a terminal. Do not use the
2. REMOVE TERMINAL USING TOOL. Weather-Pack terminal tool J 28742, or BT-8234-A, as these
PUSH TO will damage the terminals.
J 4 4 RELEASE

TERMINAL TOOL J 28742/BT8234-A

POWERTRAIN CONTROL MODULE (PCM)
3. CUT WIRE IMMEDIATELY BEHIND CABLE SEAL. Service of the PCM should normally consist of either
replacement of the PCM or a PROM change.
WIRE If the diagnostic procedures call for the PCM to be
SEAL replaced, the PROM and PCM should be checked first to see if
they are the correct parts. If they are, remove the PROM from
4. REPLACE TERMINAL
A. SLIP NEW SEAL ONTO WIRE. the faulty PCM and install it in the new service PCM. THE
B. STRIP 5mm (.2") OF INSULATION FROM WIRE. SERVICE PCM WILL NOT CONTAIN A PROM. DTC 51
C. CRIMP TERMINAL OVER WIRE AND SEAL.
indicates the PROM is installed improperly or has
malfunctioned. When DTC 51 is obtained, check the PCM
installation for bent pins or pin not fully seated in the socket. If
SEAL
it is installed correctly and DTC 51 is still displayed, replace the
PROM.
PUSH TERMINAL AND CONNECTOR AND
ENGAGE LOCKING TANGS.
CLOSE SECONDARY LOCK HINGE. 7S 3542-6E | 9 | Important
Figure 3-25 - Weather-Pack Terminal Repair • When replacing the production PCM with a service PCM,
a DTC 88 will be stored. It is important to program “TDC
Offset” into the service PCM. Refer to “TDC Offset
Program Procedure.”

9 Important
When replacing the production PCM with a service PCM
(controller), it is important to transfer the broadcast code
and production PCM number to the service PCM label.
Please Do Not record on PCM cover. This will allow
positive identification of PCM parts throughout the service
life of the vehicle.

9 Important
To prevent internal PCM damage, the ignition must be
“OFF” when disconnecting or reconnecting power to PCM
(for example, battery cable, PCM pigtail, PCM fuse,
jumper cables, etc.). The ignition should be “OFF” for at
least 30 seconds before disconnecting power to the PCM.
 H Install or Connect
1. PROM in PROM socket.

Important
• Gently press down on PROM.
2. Access cover on PCM.
3. PCM in passenger compartment.
4. Connectors to PCM.

Functional Check

1. Turn ignition “ON.”

2. Enter diagnostics mode.
A. DTC 12 should flash three times (if no other DTCs are
present). This indicates the PROM is installed
properly, and the PCM is functioning.
B. If DTC 51 occurs, or if the MIL (Service Engine
PCM OR PROM REPLACEMENT Soon) is “ON” constantly with no DTC(s), the PROM
Figure 3-26 is not fully seated or is defective.
• If not fully seated, press firmly on the ends of the
PROM.
Remove or Disconnect • If it is necessary to remove the PROM, follow the
1. Negative battery cable. previous removal instructions.
2. Connectors from PCM.
3. PCM mounting hardware. TDC OFFSET PROGRAM PROCEDURE
4. PCM from passenger compartment.
5. PCM access cover (Figure 3-27). This procedure allows the PCM memory to be updated
6. PROM. with the correct TDC offset for the vehicle.
DTC 88 will be stored until this procedure has been
Important completed.
Set up:
replacement Powertrain Control Module (PCM) is
• Battery is fully charged.
supplied without a PROM, so care should be used when
• Engine operating at idle.
removing it from the defective PCM because it will be
• Vehicle at operating temperature.
reused in the new PCM.
• Connect Tech 1 scan tool.
• Select “OUTPUT TESTS” and “INJ. PUMP.”
NOTICE: To prevent possible electrostatic discharge • Activate “TDC LEARN.”
to the PCM or PROM, do not touch the component leads,
and do not remove integrated circuit from carrier.
NOTICE: It takes PCM 20 seconds to learn TDC
offset.
Using two fingers, grasp the PROM at both ends and lift it
up out of the socket. Do not remove the cover of the PROM.
• Verify “TDC OFFSET” in data list.
Use of unapproved PROM removal methods may cause
• DTC 88 will be stored if procedure has not been done
damage to the PROM or socket.
correctly.

r«| Inspect NOTICE: If the PCM fails to program the TDC

• For alignment notches of the PROM and carefully set it OFFSET, do the following:
aside.
• Check all PCM connections.
IF PCM IS BEING REPLACED • Check Techline terminal/equipment for latest software
version.
Remove or Disconnect • Try again to program the PCM. If it fails again replace
1. "New PCM from its packaging and check the service the PCM. Refer to “PCM Replacement.”
number to make sure it is the same as the defective PCM.
2. Access cover.
 Figure 3-29 - Crankshaft Position Sensor
Sensor
Optical/Fuel Temperature Sensor
PCM SENSORS AND INPUT SWITCHES
These sensors are only serviceable with electronic fuel
Engine Coolant Temperature (ECT) Sensor injection pump. Refer to SECTION 4.
Figure 3-28
Crankshaft Position Sensor
NOTICE: Care must be taken, when handling sensor. Figure 3-29
Damage to sensor will affect proper operation of the fuel
control system. E3Remove or Disconnect
1. Negative battery cable.
Remove or Disconnect 2. Sensor electrical connector.
1. Negative battery cable. 3. Sensor bolt.
2. Drain cooling system below level of sensor. 4. Sensor from engine.
3. Electrical connector releasing locking tab.
4. Sensor. [2
§)Inspect
• Sensor O-ring for wear, cracks or leakage. Replace if
Install or Connect necessary. Lube new O-ring with engine oil before
1. Sensor in engine. installing.
2. Electrical connector.
3. Refill coolant system. pni] Install or Connect
4. Negative battery cable.
1. Sensor in engine.
2. Sensor bolt, tighten to 25 N m (17 lb. ft.).
Accelerator Pedal Position (APP) Module 3. Sensor electrical connector.
Refer to SECTION 4 for replacement. 4. Negative battery cable.
| 9 | Important
• The procedure, called the ‘TDC Offset Program Procedure,”
utilizes the capabilities of the Tech 1 scan tool. This
procedure must be done when a crankshaft position sensor is
replaced. Refer to “TDC Offset Program Procedure.”

Intake Air Temperature (IAT) Sensor

Figure 3-30

Remove or Disconnect
1. Negative battery cable.
2. Electrical connector releasing locking tab.
3. IAT sensor.

Install or Connect
1. IAT sensor. Figure 3-31 - EGR Control Pressure/BARO Sensor
2. Electrical connector.
3. Negative battery cable.

EGR Control Pressure/BARO Sensor

Figure 3-31
Other than checking for loose hoses and electrical
connections, the only service possible is unit replacement if
diagnosis shows sensor to be faulty.

B Remove or Disconnect
1. Negative battery cable.
2. Vacuum harness assembly. (If equipped.)
3. Electrical connector releasing locking tab.
4. Bolts or release lock tabs and remove sensor.
Boost Sensor
El Install or Connect Figure 3-32
1. Bolts (3.5 N m 27 lb. in.) or snap sensor on bracket.
2. Electrical connector. Other than checking for loose electrical connections, the
3. Vacuum harness. (If equipped.) only service possible is unit replacement if diagnosis shows
4. Negative battery cable. sensor to be faulty.
 Remove or Disconnect PARTS INFORMATION
1. Negative battery cable.
PART NAME GROUP
2. Vacuum harness assembly.
3. Electrical connector releasing locking tab. Module, Eng. Cont................................................. 3.670
4. Bolts. PROM, ECM ....................................................... 3.670

E3 Install or Connect Sensor, Engine Coolant T em p.............................. 3.682

1. Bolts (3.5 N m 27 lb. in.).

2. Electrical connector.
3. Vacuum harness.
4. Negative battery cable.

Wastegate Solenoid
Figure 3-34

Remove or Disconnect
1. Negative battery cables.
2 Electrical connector from the solenoid.
3 Vacuum hoses.
4. Wastegate solenoid.

B Install or Connect
1 Wastegate solenoid.
2. Vacuum hoses.
3. Electrical connector from the solenoid.
4. Negative battery cables.
5. Perform “ On-Board Diagnostic (OBD) System Check.”

Vehicle Speed Sensor (VSS)

Refer to SECTION 10 for on-vehicle service of the

transmission mounted VSS.
Figure 3-33 - VSS Buffer Module
VSS Buffer Module
Figure 3-33
1
The VSS buffer module is mounted in the instrument
panel. Refer to SECTION 8C of the appropriate service manual
for on-vehicle service.

Brake Switches

Refer to SECTION 5 of the appropriate service manual for

on-vehicle service of the brake (stoplamp) switches.

Cruise Control Switches

The cruise control switches are part of the multi-function

1 WASTEGATE SOLENOID
turn signal lever. Refer to SECTION 3F of the appropriate
PS 17583
service manual.
Figure 3-34 - Wastegate Solenoid
BLANK
 SECTION 4
FUEL SYSTEM
CONTENTS
General Description ............................. ...............4-1 Injection Lines.......................................... 4-11
Modes of Operation....................................... 4-1 Injection Nozzles...................................... 4-11
Starting Mode .............................................4-2 Preparation for Injection
Fuel Cutoff M ode....................................... 4-2 Nozzle Test........................................ 4-11
Fuel System Components.................................. 4-2 Nozzle Opening Pressure T e s t......... 4-11
Fuel Supply System....................................... 4-2 Nozzle Leakage T e s t......................... 4-11
Fuel T ank....................................................4-2 Chatter Test ........................................ 4-12
Fuel Tank Filler Neck ...........................4-3 Fuel Return System Diagnosis.................. 4-12
Fuel Filler C a p ....................................... 4-3 Fuel Return System Restriction Check . 4-12
Fuel Sender................................................ 4-3 Accelerator Pedal Position Module ........... 4-12
Fuel Strainer........................................... 4-3 On-Vehicle Service .......................................... 4-12
Lift Pump .................................................... 4-3 Draining Water from
Lift Pump Electrical Circuit ....................... 4-3 Fuel Manager/Filter............................. 4-12
Fuel Manager/Filter ....................................4-3 Fuel Filter Element Replacement.............. 4-13
Fuel Filter ...............................................4-3 Bleeding Air from Fuel Supply System . 4-14
Water in Fuel Sensor ..........................4-4 Fuel Manager/Filter Replacement.............. 4-14
Fuel Heater................ ........................... 4-4 Water in Fuel Sensor Replacement ......... 4-14
Fuel Pipes and Hoses . . . ..... ................. 4-4 Fuel Heater Replacement....... . .......... . 4-14
Fuel Pipe O-Rings......................................4-4 Draining Fuel Tank...................................... 4-15
Fuel Injection System ....................................4-4 Fuel Tank Replacement ............................. 4-15
Electronic Fuel Injection Pump ................ 4-4 Fuel System Cleaning................................ 4-17
Fuel M etering......................................... 4-6 Water in the Fuel System...................... 4-17
Injection Timing ......................................4-6 Gasoline in the Fuel System ................ 4-18
Engine Shutoff Solenoid ....................... 4-6 Engine Will Run or Start .................. 4-18
Injection Lines ......... ............................. 4-6 Engine Will Not Run ......................... 4-18
Injection Nozzles......................................... 4-6 Fuel Sender Replacement ......................... 4-18
Fuel Return System ....................................... 4-7 Fuel Strainer Replacement .................... 4-19
Accelerator Control System ...........................4-7 Fuel Lift Pump Replacement...................... 4-19
Diagnosis ............................................................. 4-7 Fuel Pump R e lay........................................ 4-19
Fuel System Contamination...........................4-7 Oil Pressure S w itch.................................... 4-19
Contamination Testing Procedure .............4-7 Engine and Chassis Pipes and Hoses ... 4-20
Fuel Quality .....................................................4-8 Materials.................................................. 4-20
Specific Gravity Testing Procedure...........4-8 Fuel Pipe Repair .................................... 4-20
Fuel Tank ........................................................4-9 Fuel Injection Components......................... 4-20
Fuel Tank Leak Check.............................. 4-9 Intake Manifold ........................................ 4-20
Fuel S e nder.................................................... 4-9 Injection Line Replacement ....................... 4-21
Fuel Strainer ...............................................4-9 Injection Pump Replacement...................... 4-22
Fuel Supply System Checks......................... 4-9 Checking or Adjusting Injection Timing . 4-23
Lift Pump Flow C h e ck .............................. 4-9 Backup Timing Procedure ...................... 4-24
Lift Pump Suction Line Check..................4-9 Timing Specifications............................... 4-24
Lift Pump Pressure Check .................... 4-10 Injection Nozzle Replacement.................... 4-24
Fuel System Air Leak Check................ 4-10 Accelerator Pedal Position Module ........... 4-25
Lift Pump Electrical Circuit .................... 4-10 Parts Information ............................................. 4-25
Fuel Manager/Filter...................................... 4-10 “Water in Fuel” Lamp Circuit C h e ck............. 4-28
Fuel Pipes and Hoses .............................. 4-10 Fuel Heater Functional C heck....................... 4-30
Fuel Injection System .................................. 4-11
GENERAL DESCRIPTION
The function of the fuel system is to deliver the correct MODES OF OPERATION
amount of fuel to the engine under all operating conditions.
The PCM monitors voltages from several sensors to determine
Fuel is stored and supplied by the fuel supply system and
how much fuel to give the engine. The fuel is delivered under one
delivered by the fuel injection system. The fuel injection
of several conditions called “modes.” All the modes are controlled
system is controlled by the Powertrain Control Module (PCM).
by the PCM.
Starting Mode
When the key is first turned “ON,” the PCM turns “ON”
the glow plug control system. The PCM checks the Engine
Coolant Temperature (ECT) sensor. Accelerator Pedal Position
(APP) sensor, and the Barometric Pressure (BARO) sensor,
then determines the proper fuel for starting.
FUEL SYSTEM COMPONENTS
Figure 4-1
The fuel system consists of the following components:
• Fuel supply system components.
Fuel tank.
Fuel sender with strainer.
Fuel lift pump.
Fuel manager/filter.
Fuel pipes and hoses.
• Fuel injection system components.
Electronic fuel injection pump with PCM
controlled solenoids and PCM sensors.
High pressure injection lines.
Injection nozzles.
• Fuel return system.
• Accelerator control system.
The PCM controls the amount of fuel delivered in the
starting mode by changing how long the injection solenoid is
turned “ON.”
Fuel Cutoff Mode
Fuel cutoff occurs at high engine RPM or high vehicle
speed to protect internal engine components from damage.
FUEL SUPPLY SYSTEM
Figure 4-1
The fuel supply is stored in the fuel tank. Fuel is drawn
from the fuel tank by the fuel lift pump. Fuel is then pumped
through the fuel manager/filter. The fuel manager/filter is
located on the intake manifold. The fuel is then transferred to
the injection pump. Unused fuel is returned to the fuel tank by a
separate line.
Fuel Tank
The fuel tank is held in place by two metal straps and a
cross strap attached to the underbody.

1 2
1 FUEL FILLER CAP
, REAR QUARTER
* PANEL
. FUEL FILLER
3 DOOR
ASSEMBLY
3 frame rail, and is used to deliver fuel at a low pressure (at least
MS 10423-6C
Figure 4-2 - Fuel Filler Cap
Fuel Tank Filler Neck
The fuel tank filler neck is positioned at the left rear
quarter panel of the vehicle.
Fuel Filler Cap
Figure 4-2
The fuel tank filler neck is equipped with a threaded-type
cap. The threaded part of the cap requires several turns
counterclockwise to remove. A built-in torque-limiting device
prevents over tightening. To install, turn the cap clockwise until
a clicking noise is heard. This signals that the correct torque has
been reached and the cap is fully seated.
NOTICE: If a fuel filler cap requires replacement, use
only a cap with the same features. Failure to use the correct
cap can result in a serious malfunction of the system.
Fuel Sender
Figure 4-1
The fuel sender is located inside the fuel tank and is
attached to the top of the fuel tank.
The fuel sender has a float, wire float arm, and a rheostat.
Fuel level is sensed by the position of the float and float arm
which operate the 90 ohm rheostat. As the float position
changes, the amount of current passing through the rheostat
varies, thus changing the gage reading on the instrument panel.
Fuel Strainer
A woven plastic strainer is located on the lower end of the
fuel sender pickup tube in the fuel tank. This strainer prevents
dirt and water from entering into the fuel line unless it becomes
completely submerged in water.
Diesel engine vehicles have a check valve that will permit
fuel to pass if the strainer becomes plugged with paraffin during
cold weather operation.
When this plugging occurs, the last four gallons of fuel will
not be used due to the location of the check valve. Therefore, it
is important to keep the fuel tank above the Vi mark at
temperatures below -6°C (-20°F) when using number two
diesel fuel.
Lift Pump
Figure 4-3
The electric fuel lift pump mounts on the inside of the left
3 psi or 21 kPa) at the rate of 0.24 liter (V2 pint) in 15 seconds
(15 GPH). The lift pump is controlled by the lift pump
electrical circuit.
Lift Pump Electrical Circuit
When the ignition switch is in the “crank” position, the fuel
pump relay is energized which sends voltage to the lift pump.
During this time, oil pressure is building to the point of closing
the contacts of the oil pressure switch. A minimum of 28 kPa
(4 psi) is required to close the switch contacts.
When the ignition switch is returned to the “run” position,
the oil pressure of the running engine maintains voltage to the
lift pump. If engine oil pressure drops below 28 kPa (4 psi), the
engine will run poorly or stall when the lift pump circuit opens.
Fuel Manager/Filter
Figure 4-1
The fuel manager/filter is an in-line type filter which
combines several different functions. It acts as a fuel filter,
water separator, water detector, water drain, and a fuel heater.
The fuel manager/filter mounts on the rear of the intake
manifold. The filter housing has an inlet fitting connecting to
the pipe/hose from the lift pump and an outlet fitting
connecting to the fuel injection pump with a hose. A third
fitting connects through a hose to a drain valve mounted on the
water crossover/thermostat housing.
The fuel manager/filter has a replaceable element. The
element has an air vent valve on its top surface that is used
during lift pump diagnosis and filter element replacement
procedure. The fuel manager/filter also has a water in fuel
sensor and a fuel heater.
Fuel Filter
The fuel filter element separates particles larger than
10 microns (0.00039-in.) from fuel moving through it under lift
pump pressure. Filter action is very critical to the operation of
internal parts of the fuel injection pump.
 0
1 INLET PORT
2 PRESSURE SPRING
3 PRIMARY WINDING
4 SECONDARY WINDING (FEED BACK)
5 PISTON AND VALVE ASSEMBLY
Figure 4-3 - Lift Pump
Water in Fuel Sensor
The design of the fuel manager/filter includes an area that
allows water droplets (as small as one micron) to separate from
the fuel and collect in a lower portion of the housing. The water
in fuel sensor will detect a certain amount of water in the fuel
inside the filter housing and then turn the “Water in Fuel” lamp
“ON” in the instrument cluster.
When the ignition switch is first turned to the “run”
position, the “Water in Fuel” lamp will come “ON” for 2 to
5 seconds. This action provides a bulb check.
Fuel Heater
The fuel heater operates when the temperature of fuel at
the inlet of the filter housing is cold enough to possibly cause
waxing that could restrict flow to the injection pump. A control
circuit inside the fuel heater completes the circuit for the heater
element when it senses a temperature below 8°C (46°F).
Fuel Pipes and Hoses
The fuel feed and return pipes and hoses extend from the
fuel sender to the fuel manager/filter. They are secured with
clamps and are routed along the frame side member.
6 INLET VALVE
7 OUTLET VALVE
8 CYLINDER
9 TEFLON™ RING
PA 5062-SY
Fuel Pipe O-Rings
Some fuel feed pipes have threaded connections that are
sealed with replaceable O-ring seals. These O-ring seals are
made of special material, and should only be serviced with the
correct service part.
FUEL INJECTION SYSTEM
The fuel injection system has a PCM controlled fuel
injection pump mounted on top of the engine under the intake
manifold. The pump is driven by the camshaft through two
gears, one attached to the front of the camshaft and the other
attached to the end of the pump shaft. These gears are the same
size and have the same number of teeth; therefore, the injection
pump shaft turns at the same speed as the camshaft.
Electronic Fuel Injection Pump
The injection pump is a high pressure rotary type pump that
is controlled by the PCM and meters, pressurizes, and distributes
fuel to the eight injector nozzles by way of eight high-pressure
lines. An outlet port in the injection pump allows fuel to enter the
fuel return system and travel back to the fuel tank.
1 FUEL SOLENOID DRIVER

2 OPTICAL/FUEL TEMPERATURE SENSOR

3 FUEL INLET

4 ENGINE SHUTOFF SOLENOID

5 TWO STAGE HOUSING PRESSURE REGULATOR

6 INJECTION TIMING STEPPER MOTOR

7 FUEL SOLENOID
6-23-94
PS 16759
 1 ACCELERATOR PEDAL POSITION (APP) MODULE

PS 16763

Figure 4-6 - Accelerator Pedal Position (APP) Module

Injection Lines
1 INLET 4 NOZZLE NUT
2 RETURN 5 NEEDLE VALVE The high-pressure discharge fittings on the head of the
3 PRESSURE SPRING 6 PINTLE NOZZLE injection pump connect to the injection nozzles with steel lines
of equal length and interior volume.
NS 15860 When the engine is not running, fuel is contained in the
injection lines. During engine operation, a residual pressure of
Figure 4-5 - Injection Nozzles
approximately 500 psi is maintained in each injection line. As
Fuel Metering injection occurs in each line, a small amount of fuel enters the
line, pushing a similar amount into the nozzle at the other end
Fuel metering is accomplished by the fuel solenoid driver with a pressure wave.
using signals from the PCM to control the fuel injection
solenoid. Injection Nozzles
Figure 4-5
Injection Timing
Each cylinder has an identical fuel injection nozzle
The injection timing stepper motor advances or retards mounted in the pre-combustion chamber.
injection timing by signals received from the PCM. As the pressure wave of injection reaches a nozzle, the
needle valve is lifted against spring force and fuel exits into the
Engine Shutoff Solenoid pre-combustion chamber of the cylinder as a highly atomized
spray. A small amount of fuel travels between the needle valve
When not activated by the PCM, the engine shutoff and pintle nozzle, providing lubrication.
solenoid blocks fuel flow from entering the transfer pump Two passages inside the upper half of the nozzle body
inside the injection pump and stops engine operation. allow fuel that has lubricated the needle valve to exit into the
fuel return system.
FUEL RETURN SYSTEM
The fuel return system has several different sizes and types
of hoses and pipes connected to the injection pump and each of
the injection nozzles.
At the rear of the engine, the return system pipe under the
intake manifold connects to a series of hoses and pipes that
send fuel back to the fuel tank.
DIAGNOSIS
FUEL SYSTEM CONTAMINATION
Fungi and other microorganisms can survive and multiply
in diesel fuel if water is present. The fungi can be present in any
part of the fuel handling system. These fungi grow into long
strings and will form into large globules. The growths appear
slimy and are usually black, green, or brown. The fungi may
grow anywhere in the fuel but are most plentiful where diesel
fuel and water meet. As the fuel is agitated (when service
station tanks are being filled), fungi are distributed throughout
the tank and may be pumped into a vehicle.
Fungi use the fuel as their main energy supply and need
only trace amounts of water and minerals. As they grow and
multiply, they change fuel into water, sludge, acids, and
products of metabolism. The most common symptom is fuel
filter plugging; however, various metal components (fuel tank,
pipes, and injection pump) can corrode.
CAUTION: To avoid personal injury, do
not come into physical contact with
biocides.
If fungi have caused fuel system contamination, use a
diesel fuel biocide to sterilize the fuel system. Do not exceed
the dosage recommended on the label. Discontinue the use of a
biocide when towing a trailer. It is permissible to have biocide
in the fuel when starting to tow, but do not add any biocide
while towing.
Steam cleaning may be necessary if most of the fungus
growth cannot be removed with biocides.
The presence of water or gasoline in diesel fuel may also
cause injection pump and nozzle damage.
Contamination Testing Procedure
This procedure checks for the presence of water and
gasoline in diesel fuel that may cause injection pump and
nozzle damage.
ACCELERATOR CONTROL SYSTEM
Figure 4-6
The accelerator control system is an electronically
controlled throttle type with an accelerator pedal attached to an
accelerator pedal position module. This module sends signals
to the powertrain control module which controls the fuel
injection pump. Refer to SECTION 3 for more information
about the accelerator pedal position module.
1. Remove the fuel filter element and inspect it:
• If water, gasoline or fungi/bacteria are not present, end
the inspection.
• If water or fungi/bacteria are present, go to Step 2.
• If gasoline is present, go to Step 3.
2. Clean water from the fuel system in these steps:
A. Disconnect the batteries.
B. Drain the fuel tank.
C. Remove the fuel tank. (Refer to “Fuel Tank
Replacement” in this section.)
D. Remove the fuel sender unit. (Refer to “Fuel Sender
Replacement” in this section.)
E. Inspect the fuel tank and fuel sender for rust, fungi or
bacteria:
• If no rust is present, clean the inside of the fuel
tank and fuel sender with hot water, then dry them
with compressed air.
• If rust is present, replace the parts.
F. Disconnect the ends of the following lines:
• Lift pump suction.
• Lift pump feed.
• Fuel filter outlet.
• Fuel filter drain.
• Fuel return.
G. Inspect each of the pipes and replace any rusted pipes.
H. Dry the inside of each line with low pressure air.
I. Clean the inside of the fuel filter housing and dry it
with compressed air.
J. Remove F/SOL fuse from fuse panel.
K. Install a new fuel filter element.
L. Install the fuel sender and fuel tank (add clean diesel
fuel to Vi full).
M. Connect the following lines:
• Lift pump suction (both ends).
• Lift pump feed (both ends).
• Fuel filter drain.
• Fuel return (at injection pump).
 N. Connect the fuel filter outlet and the fuel return line at
the fuel sender to hoses that flow to metal containers.
O. Connect the batteries and crank the engine until clean
fuel flows from the fuel filter outlet into a metal container.
P. Connect the hose from the fuel filter outlet to the
injection pump inlet.
Q. Open each injection line at its nozzle end and crank
the engine until clean fuel flows from it:
• Use two wrenches when loosening the injection
line fittings.
• Allow a maximum of 15 seconds cranking time,
followed by 1 minute of cranking motor cooling
time.
R. Tighten each injection line fitting at its nozzle:
• Use two wrenches when tightening the injection
line fittings.
S. Install F/SOL fuse in fuse panel.
T. Start and run the engine for 15 minutes while fuel
flows from the fuel return line into a metal container.
U. Stop the engine.
V. Connect the fuel return hose to the fuel sender.
W. Clean the engine of fuel spillage.
X. Fill the fuel tank and add a biocide, if needed.
3. Clean gasoline from the fuel system in these steps:
A. Determine a procedure:
• If the engine runs, follow Steps B, C, J and K.
• If the engine does not run, begin at Step C.
B. Drain the fuel tank.
C. Fill the fuel tank.
D. Remove F/SOL fuse from fuse panel.
E. Remove the fuel filter outlet and connect it to a hose
that flows to a metal container.
F. Crank the engine until clean fuel flows from the fuel
filter outlet into a metal container.
• Allow a maximum of 15 seconds cranking time,
followed by 1 minute of cranking motor cooling
time.
G. Connect the hose from the fuel filter outlet to the
injection pump inlet.
H. Install F/SOL fuse in fuse panel.
Start and run the engine for 15 minutes.
Stop the engine.
Clean the engine of fuel spillage.
Clear engine DTC(s).
FUEL QUALITY
Fuel quality may cause driveability problems such as
hesitation, lack of power, stall, no start, etc.
Specific Gravity Testing Procedure
Figure 4-7
9 Important
The fuel quality hydrometer provides a general indication
of fuel quality and should not be considered scientifically
accurate.
1. Drain the fuel filter housing by doing these things:
• Stop the engine.
• Place a container under the drain valve exit hose at the
left front side of the engine.
• Open the drain valve.
• Start the engine and operate it at operating speed until
clear fuel appears at the drain valve exit hose.
• Fill a 1-liter (0.946 quart) container with a sample of
clean fuel.
• Close the drain valve and stop the engine.
• Bring the fuel sample to 16°C (60°F).
2. Obtain a fuel quality hydrometer (J 34352).
3. Fill the hydrometer with the fuel sample by doing these
things:
• Squeeze the hydrometer bulb.
• Submerse the hydrometer tip into the sample.
© Release the bulb, allowing fuel to enter the glass tube
until it floats the glass bulb inside the tube.
• Gently spin the hydrometer to relieve the surface
tension of the fuel sample.
4. Read the scale on the glass bulb at the point where the top
of the fuel sample contacts it.
GREEN RED
0 h
□
U PS 17330
Figure 4-7 - Fuel Specific Gravity Test
 • If the top of the fuel sample is in the yellow part of the
glass bulb scale (above the green part), suspect the
presence of gasoline in the fuel.
• If the top of the fuel sample is in the green part of the
glass bulb scale, the fuel has high quality
(approximate cetane rating of 46 to 50).
• If the top of the fuel sample is in the yellow part of the
glass bulb scale (below the green part), the fuel has
moderate quality (approximate cetane rating of 41 to
45).
• If the top of the fuel sample is in the red part of the
glass bulb scale, the fuel has low quality (approximate
cetane rating of 38 to 40).
FUEL TANK
The diagnosis of fuel odor may be a condition of leaking
fuel tank, filler neck, or filler cap.
A defective filler cap, a plugged or pinched vent pipe can
cause a collapsed fuel tank.
Loose mounting straps, or foreign material in tank, may be
the cause of a rattle at the fuel tank.
Fuel Tank Leak Check
Important
Before attempting “Fuel Tank Leak Check,” place a dry
chemical (Class B) fire extinguisher near work area.
Before removing the fuel tank for a suspected leak, make
sure fuel pipes or tubes are not leaking onto the tank. Once
removed, make sure fuel is not leaking around fuel sender
O-ring.
This check requires the fuel sender with O-ring to be
installed.
1. Disconnect battery cable.
2. Drain fuel tank see “Draining Fuel Tank” in this section.
3. Remove fuel tank see “Fuel Tank Replacement” in this
section.
4. Cap fuel feed tube, fuel return tube on fuel sender.
5. Connect a piece of hose to the filler tube nipple and plug
opposite end.
6. Submerge tank in water or apply soap solution to outside
of tank.
7. Apply 35 kPa (5 psi) air pressure to the vent hose on the
fuel tank.
FUEL SENDER
For diagnosis of the fuel sender and gauge, refer to
SECTION 8C of the appropriate service manual. For diagnosis
of the pickup tube, refer to “Fuel Supply System Checks.”
Fuel Strainer
The strainer is self cleaning and normally requires no
maintenance. Fuel stoppage at this point indicates that the fuel
tank contains an abnormal amount of sediment or water and
should be thoroughly cleaned.
FUEL SUPPLY SYSTEM CHECKS
If the fuel supply system is not delivering enough fuel, or
air is being drawn into the fuel injection system, driveability
could be greatly effected or a “Cranks But Will Not Run”
symptom could exist. If other diagnosis indicates, or if the fuel
supply system is suspected of not delivering enough fuel or
drawing air, it should be tested as follows:
9 Important
• Air leaks or restrictions on the suction side of the fuel
pump will seriously affect pump output.
• Make certain that there is sufficient fuel in the tank.
• Check for leaks at all fuel connections from the fuel tank to
the injection pump.
• Tighten any loose connections.
• With the engine running, check all hoses and lines for
flattening or kinks that would restrict the flow of fuel.
Lift Pump Flow Check
1. Disconnect the electrical connector for the engine shutoff
solenoid at the injection pump.
2. Disconnect the pipe at the lift pump outlet fitting.
3. Install a hose at the lift pump outlet fitting and place a
1 liter (0.946 quart) container at the hose to collect fuel.
4. Crank the engine and measure the amount of fuel:
• If more than 0.24 liter (V2 pint) in 15 seconds, refer to
“Lift Pump Pressure Check” in this section.
• If less than 0.24 liter (V2 pint) in 15 seconds, refer to
“Lift Pump Suction Line Check” in this section.
Lift Pump Suction Line Check
1. Remove the fuel tank cap and repeat the “Lift Pump Flow
Check.”
• If flow is more than 0.24 liter (V2 pint) in 15 seconds,
replace the defective fuel tank cap and refer to “Lift
Pump Pressure Check.”
• If flow is less than 0.24 liter ( ¥ 2 pint) in 15 seconds, go
to next step.
2. Separate the lift pump suction line from the fuel sender.
3. Connect the suction line to a source of clean fuel, using an
additional hose.
4. Repeat the “Lift Pump Flow Check.”
• If flow is more than 0.24 liter (V2 pint) in 15 seconds,
remove the fuel sender and check it for restriction.
• If flow is less than 0.24 liter (V2 pint) in 15 seconds, go
to Step 5.
5. Check the lift pump suction line for restriction:
• If restriction exists, repair it and recheck lift pump
flow.
• If no restriction exists, replace the lift pump and
recheck lift pump flow.
6. Attach the lift pump suction line to the fuel sender.
Lift Pump Pressure Check
1. Install a tee adaptor between the lift pump outlet fitting and
outlet pipe.
2. Connect a pressure gauge with a dial indication of 0 to
103 kPa (0 to 15 psi) to the tee adaptor.
3. Run engine and measure fuel pressure.
• If pressure is at least 4 psi or 27 kPa go to Step 4.
• If pressure is less than 4 psi, refer to CHART A-5 in
SECTION 3 before replacing lift pump.
4. Remove pressure gauge and tee adaptor.
5. Connect outlet pipe at the lift pump outlet fitting.
6. Clean any fuel spillage.
7. Run the engine to check for fuel leakage.
Fuel System Air Leak Check
1. Install a transparent hose between the filter outlet and
injection pump inlet.
2. Start and idle the engine, observing the fuel for air bubbles.
• If air bubbles are not present, stop the engine and go to
Step 6.
• If air bubbles are present, stop the engine and go to
Step 3.
3. Check the lift pump suction line for air leakage:
• Disconnect the fuel pipe from the fuel sender and plug it.
• Disconnect the fuel pipe from the lift pump, and install
a hand held vacuum pump with gauge.
• Apply vacuum to the fuel pipe and observe the gauge
reading:
If vacuum does not drop, connect fuel pipe and go
to Step 4.
If vacuum drops, repair the air leak in the suction
line and install the suction line pipe and hose.
4. Check the fuel sender for air leakage:
• Remove the fuel tank.
• Remove the fuel sender from the fuel tank, remove
strainer and plug the bottom end of the pickup tube.
• Apply a vacuum to the upper end of the pickup tube,
and observe the gauge reading.
If vacuum does not drop, install the fuel sender
and fuel tank.
If vacuum drops, replace the fuel sender, install the
fuel tank, connect the fuel pipe and go to Step 5.
5. Start and run the engine, observing the fuel for air bubbles:
• If air bubbles are present, stop the engine and recheck
Steps 3 and 4.
• If air bubbles are not present, stop the engine and go to
Step 6.
6. Remove the transparent hose and connect the hose of the
filter outlet to the injection pump inlet fitting.
7. Disconnect the return hose at the injection pump.
8. Install a transparent hose between the injection pump and
the hose of the return line.
9. Start and run the engine, observing the fuel for air bubbles:
NOTICE: It is ok to see a small stream of bubbles on
snap acceleration.
• If air bubbles are not present, go to Step 10.
• If air bubbles are present, replace the injection pump.
10. Stop the engine.
11. Remove the transparent hose and attach the fuel return
hose at the injection pump.
12. Clean any fuel spillage.
13. Run the engine to check for fuel leakage.
Lift Pump Electrical Circuit
For the location of the fuel pump relay, refer to “On
Vehicle Service” in this section. For diagnosis of the lift pump
electrical circuit, refer to CHART A-5 in SECTION 3.
FUEL MANAGER/FILTER
Diagnosis of the fuel filter can be found in the
“Contamination Testing Procedure.” For diagnosis of the
“Water in Fuel” lamp circuit, refer to the “Water in Fuel Lamp
Circuit Check.”
Diagnosis of the fuel heater can be found in the “Fuel
Heater Functional Check.”
FUEL PIPES AND HOSES
The diagnosis of fuel odor may be a condition of a leaking
fuel feed, or return pipe or hose. Fuel pipes that are pinched,
plugged, or mis-routed may cause restricted fuel delivery.
FUEL INJECTION SYSTEM
Always begin diagnosis of the electronic fuel injection
system with the “On-Board Diagnostic (OBD) System Check”
found in SECTION 3, before proceeding to any other
diagnostics. This will reduce diagnosis time and prevent
unnecessary replacement of parts. The “On-Board Diagnostic
(OBD) System Check” will give direction to further
diagnostics, such as “Engine Cranks But Will Not Run” or a
diagnostic trouble code chart. Diagnosis of electronic fuel
injection pump, including the fuel injection solenoid, fuel
solenoid driver, injection timing stepper motor and engine
shutoff solenoid also starts with the “On-Board Diagnostic
(OBD) System Check.”
If a driveability symptom exists, refer to the particular
symptom in the “Driveability Symptoms,” SECTION 2.
Injection Lines
Damage to the injection lines including kinking that causes
restrictions or leakage could effect driveability or cause a
diagnostic trouble code to set.
Injection Nozzles
If an injection nozzle is not properly delivering fuel into
the pre-combustion chamber of a cylinder, driveability could be
greatly effected, or a diagnostic trouble code could be set. If
other diagnosis indicates, or if the injection nozzles are
suspected of not properly delivering fuel, they should be tested.
Nozzle testing is comprised of the following checks:
• Nozzle opening pressure.
• Leakage.
• Chatter.
Important
• Each test should be considered independent of the others
(for example, when checking opening pressure, do not
check for leakage).
• If all of the following tests are satisfied, the nozzle
assembly can be reused. If any one of the tests is not
satisfied, the complete nozzle assembly must be replaced.
• When performing the injection nozzle tests, refer to the
instructions provided with the nozzle tester J 29075-B.
Preparation for Injection Nozzle Test
• Position a nozzle tester on a workbench.
• Install one nozzle on the tester fitting.
• Place a container under the nozzle that will deflect the
nozzle spray absorb the test fluid.
• Install two clear plastic hoses (P/2 in. long) over the
leak-off fittings.
• Close the shutoff valve at the pressure gauge.
• Operate the lever of the nozzle tester repeatedly and
briskly to fill and flush the nozzle with test oil.
CAUTION: When testing nozzles, do not
place your hands or arms near the tip of
the nozzle. The high pressure atomized
fuel spray from a nozzle has sufficient
penetrating power to puncture flesh and
destroy tissue and may result in blood
poisoning. The nozzle tip should always
be enclosed in a receptacle, preferably
transparent, to contain the spray.
Nozzle Opening Pressure Test
CAUTION: When testing nozzles, do not
place your hands or arms near the tip of
the nozzle. The high pressure atomized
fuel spray from a nozzle has sufficient
penetrating power to puncture flesh and
destroy tissue and may result in blood
poisoning. The nozzle tip should always
be enclosed in a receptacle, preferably
transparent, to contain the spray.
1. Open the shutoff valve at the pressure gage one-quarter
turn.
2. Depress the tester lever slowly. Note at what pressure the
needle of the pressure gage stopped. The maximum
observed pressure is the opening pressure.
• Some nozzles may pop while other nozzles may drip
down (this is not leakage).
3. The opening pressure should not fall below the lower limit of
105 bar (1500 psi) for naturally aspirated engines and 117 bar
(1700 psi) for turbo-charged engines for used nozzles.
4. Replace nozzles which fall below the lower limit.
Nozzle Leakage Test
CAUTION: When testing nozzles, do not
place your hands or arms near the tip of
the nozzle. The high pressure atomized
fuel spray from a nozzle has sufficient
penetrating power to puncture flesh and
destroy tissue and may result in blood
poisoning. The nozzle tip should always
be enclosed in a receptacle, preferably
transparent, to contain the spray.
1. Further open the shutoff valve at the pressure gage (V2 to
IV2 turns).
2 Blow dry the nozzle tip.
3. Depress the lever of the manual test stand slowly until the
gage reads a pressure of 95 bar (1400 psi). Observe the
nozzle tip. A drop may form on the end of the nozzle but
should not drop off within a period of 10 seconds.
4. Replace the nozzle assembly if a drop falls during the
10 seconds.
Chatter Test
CAUTION: When testing nozzles, do not
place your hands or arms near the tip of
the nozzle. The high pressure atomized
fuel spray from a .nozzle has sufficient
penetrating power to puncture flesh and
destroy tissue and may result in blood
poisoning. The nozzle tip should always
be enclosed in a receptacle, preferably
transparent, to contain the spray.
9 Important
When testing for chatter, it should be noted that the sound
(chatter) for new and used nozzles may vary. This is due to
carbonized fuel deposits on the pintle and nozzle tip of
used nozzles. With some used nozzles, chatter is difficult
to detect during slow actuation of the hand lever.
Some nozzles may chatter louder than others. As long as
there is chatter, the nozzle is acceptable.
1. Close the shutoff lever at the pressure gage.
2. Depress the lever of the test stand slowly and note whether
chatter noise can be heard.
3. If no chatter is heard, move the lever faster until it chatters.
At fast lever movement, the nozzle may make a “hissing”
ON-VEHICLE SERVICE
Important
Before attempting any “On-Vehicle Service” place a dry
chemical (Class B) fire extinguisher near work area.
DRAINING WATER FROM FUEL MANAGER/
FILTER
Figure 4-8
CAUTION: The water/diesel fuel mixture
is flammable, and could be hot. To help
avoid personal injury and/or property
damage, do not touch the fuel coming
from the drain hose, and do not expose
the fuel to open flames or sparks.
or “squealing” sound rather than then normal chatter. This
is acceptable.
4. These sounds indicate that the nozzle needle moves freely
and that the nozzle seat, guide, and pintle are OK.
5. Replace nozzles that do not chatter.
FUEL RETURN SYSTEM DIAGNOSIS
Any restriction in the fuel return system could greatly
effect driveability. If other diagnosis indicates or the fuel return
system is suspected of being restricted, it should be tested.
Fuel Return System Restriction Check
1. Disconnect the hose of the fuel return line at the fuel sender.
2. Disconnect the hose of the fuel return line at the injection
pump, and connect a vacuum pump with gauge to the hose.
3. Apply vacuum to the return line and observe the
gage reading.
• If vacuum does not build and hold, go to Step 4.
• If vacuum builds and holds, repair the return line
restriction.
4. Connect the fuel return line at the injection pump and
fuel sender.
5. Clean any fuel spillage.
6. Run the engine to check for fuel leakage.
ACCELERATOR PEDAL POSITION MODULE
Diagnosis of the accelerator pedal position module can be
found in SECTION 3.
Be sure you do not overfill the container. Heat
(such as from the engine) can cause the fuel
to expand. If the container is too full, fuel
could be forced out of the container. This
could lead to a fire and the risk of personal
injury and/or vehicle damage.
1. Turn “OFF” the engine and apply the parking brake.
2. Place a suitable container under the filter drain hose.
3. Open the drain valve.
4. Start the engine and allow it to idle for one to two minutes
or until clear fuel is observed.
5. Close the drain valve and stop the engine.
6. Dispose of the drained mixture in a proper manner.
 1 FUEL FILTER DRAIN CONNECTOR
2 NUT
3 FUEL FILTER DRAIN VALVE
4 FUEL FILTER DRAIN VALVE HOSE CONDUIT
PS 17323

Figure 4-8 - Fuel Filter Drain Valve

Important
• If the “Water in Fuel” lamp remains “ON” after the fuel
manager/filter is purged of water, remove the water sensor.
(Refer to “Water in Fuel Sensor Replacement.”) Wipe the
tip of the water sensor clean. Reinstall the water sensor. If
the “Water in Fuel” lamp remains “ON,” replace the water
in fuel sensor.

FUEL FILTER ELEMENT REPLACEMENT

Figure 4-9

Remove or Disconnect
1. Fuel tank filler cap.
2. Open air bleed valve on top of the fuel manager/filter to
release any pressure in the fuel supply system.
3. Element nut by turning it in a counterclockwise direction.
If unable to turn by hand, a strap wrench (oil filter type)
may be used to “break loose” the element nut.
4. Element by lifting it straight up and out of the header
assembly. It is not necessary to drain fuel from the header
assembly to change the filter element since the fuel will 1 ELEMENT NUT
remain in the header assembly’s cavity. 2 AIR BLEED VALVE

3 ELEMENT ASSEMBLY
Important 4 HOUSING
• Make sure the mating surface between the element assembly
5 SENSOR SEAL
and the header assembly is clean before installation.
6 WATER IN FUEL SENSOR
7 SENSOR MOUNTING SCREW
Install or Connect
8 CAP SEAL
1. New element assembly by aligning the widest key slot
located under the element assembly cap with the widest 9 CAP NUT
key in the header assembly. 10 FUEL HEATER
• Push the element in a downwards direction until the
mating surfaces make contact.
2. Element nut. 4-7-93
PS 17324
 ^ Tighten
Element nut securely by hand. • Bolts to 25 N m (18 lb. ft.).
3. Bleed air from fuel manager/filter. 3. Bleed air from fuel manager/filter (refer to “Bleeding Air
from Fuel Supply System”).
Bleeding Air from Fuel Supply System
WATER IN FUEL SENSOR REPLACEMENT
1. Open the air bleed valve on top of the fuel manager/filter. Figure 4-9
2. Connect a hose to the air bleed valve located on top of the
fuel manager/filter and place the other end of the hose into Remove or Disconnect
a suitable container.
Open air bleed valve on top of the fuel manager/filter to
release any pressure in the fuel supply system.
CAUTION: The water/diesel fuel mixture 2. Mounting bolts that connect the fuel manager/filter to the
is flammable, and could be hot. To help intake manifold and move the fuel manager/filter to a
avoid personal injury and/or property position that enables access to the sensor mounting screws.
damage, do not touch the fuel coming 3. Sensor wiring harness.
from the drain hose, and do not expose 4. Sensor mounting screws.
the fuel to open flames or sparks.
Be sure you do not overfill the container.
Heat (such as from the engine) can cause Install or Connect
the fuel to expand. If the container is too 1. New water sensor and a new water sensor seal.
full, fuel could be forced out of the
container. This could lead to a fire and the
risk of personal injury and/or vehicle Tighten
damage. Screws to 2 N m (13 lb. in.).
2. Fuel manager/filter to intake manifold with mounting bolts.
3. Remove F/SOL fuse from fuse panel.
4. Crank the engine in 10 to 15 second intervals until clear
^ Tighten
fuel is observed at the air bleed hose (wait for one minute
between cranking intervals). • Bolts to 25 N m (18 lb. ft.).
5. Close the air bleed valve. 3. Bleed air from fuel manager/filter (refer to “Bleeding Air
6. Install F/SOL fuse in fuse panel. from Fuel Supply System”).
7. Start the engine and allow to run for five minutes at idle.
Check for fuel leaks. FUEL HEATER REPLACEMENT
Clear engine DTC(s). Figure 4-9

FUEL MANAGER/FILTER REPLACEMENT Remove or Disconnect

Figure 4-9 1. Open air bleed valve on top of the fuel manager/filter to
release any pressure in the fuel supply system.
Remove or Disconnect 2. Fuel manager/filter (refer to “Fuel Manager/Filter
1. Fuel tank filler cap. Replacement”).
2. Open air bleed valve on top of the fuel manager/filter to 3. Fuel heater threaded nut, using hand pressure or a
release any pressure in the fuel supply system. strap wrench.
Mounting bolts which attach the fuel manager/filter to the 4. Fuel heater from the filter housing.
intake manifold.
4. Wiring harnesses and fuel hoses. Clean
5. Fuel manager/filter.
Fuel heater to housing sealing surfaces.

Install or Connect
E3
1. Fuel
F hoses and wiring harnesses.
+ ♦ Install or Connect
1. Cap seal into filter housing.
• Position fuel manager/filter to intake manifold.
2. Fuel heater.
2. Fuel manager/filter to intake manifold bolts.
3. Cap nut.
 1 STRAP 4 SHIELD (OFF ROAD)
2 FUEL TANK 5 BOLT
3 SHIELD
PS 17327

Figure 4-10 - Fuel Tank (Suburban)

2. Use a hand operated pump device to drain as much fuel as
Tighten
m
• Cap nut securely by hand,
possible through the filler neck. Remove fuel and reinstall
filler cap.
4. Fuel manager/filter (refer to “Fuel Manager
Replacement”). FUEL TANK REPLACEMENT
5. Bleed air from fuel manager/filter (refer to “Bleeding Air Figures 4-10 through 4-13
from Fuel Supply System”).

DRAINING FUEL TANK Remove or Disconnect

1. Drain fuel tank (refer to “Draining Fuel Tank”).
To drain the fuel tank is to remove as much fuel as possible 2. Raise vehicle.
before servicing the fuel tank. 3. Off road shield (if equipped).
1. Disconnect the negative battery cable.
• Have a dry chemical (Class B) fire extinguisher
Clean
nearby.
• Clean all fuel pipe and hose connections and
CAUTION: Never drain or store fuel in surrounding areas before disconnecting to avoid
an open container, due to the possibility possible contamination of the fuel system.
of fire or explosion. 4. Vent hose at fuel tank.
5. Filler tube connection at fuel tank.
 Figure 4-11 - Fuel Tank (Utility)
6. With aid of an assistant, support tank, and remove fuel tank
strap attaching bolts and retaining fuel tank straps and shield.

NOTICE: Do Not bend fuel tank straps, as this may

damage straps.

• Lower tank enough to disconnect fuel sender electrical

connector and remove the retaining clips.
• Hoses from fuel sender.
• Fuel tank from vehicle and place in a suitable work area.

Disassemble
If fuel tank is not being replaced proceed to “Install or
Connect.”
Fuel sender (refer to “Fuel Sender Replacement”).

Assemble
Install fuel sender assembly with new O-rings on pipes
(refer to “Fuel Sender Replacement”).

E3 Install or Connect
1. Position and support fuel tank. Position fuel tank straps
with insulators and connect:
• Fuel feed and return hoses to fuel sender fittings.
 Tighten
m Fuel feed and return hoses to sender pipe fittings
to 22 N m (16 lb. ft.).
Fuel sender electrical connector and install retaining clips.
Fuel filler vent hose to vent pipe.
Fuel filler neck connecting tube to fuel tank.
Shield (if equipped).
Water in the Fuel System
Remove or Pisconnect
Negative battery cable.
Fuel from the tank. (Refer to “Draining the Fuel Tank.”)
Fuel tank. (Refer to “Fuel Tank Replacement.”)
Fuel sender. (Refer to “Fuel Sender Replacement”)

Tighten Clean
H Fuel tank strap bolts or nuts to 13 N m (115 lb. in.). • Fuel tank.
The tank should be replaced if it is rusted
2. Negative battery cable. internally.
3. Bleed air from system. (Refer to “Bleeding Air from Fuel • Fuel strainer or replace if necessary. (Refer to “Fuel
Supply System.”) Strainer Replacement.”)
4. Start engine and check for leaks. 5. Fuel feed hose at the fuel lift pump.
6. Fuel return line at the injection pump.
FUEL SYSTEM CLEANING • Use low air pressure to blow out the lines toward the
rear of the vehicle.
CAUTION: Never drain or store fuel in Replace the pipes if they are rusted internally.
an open container due to the possibility 7. Remove F/SOL fuse from fuse panel.
of fire or explosion. Fuel filter. (Refer to “Fuel Filter Element Replacement.”)

Install or Connect
1. Fuel sender. (Refer to “Fuel Sender Replacement.”)
2. Fuel tank. (Refer to “Fuel Tank Replacement.”)
3. Fuel feed pipes at fuel lift pump.
4. Clean diesel fuel into the tank until it is lA full.
5. Fuel tank cap.
6. Negative battery cable.
• Crank the engine for 15 seconds with one minute
cooling periods until clean fuel is pumped out.
Use a suitable container to catch the fuel.
7. New fuel filter. (Refer to “Fuel Filter Element
Replacement”)
8. A hose from the return line at the fuel injection pump to a
closed metal container with a capacity of at least 8 liters
(2 gallons).
• Crank the engine for 15 seconds with one minute
cooling periods until clean fuel appears at the return line.
9. Install F/SOL fuse in fuse panel.
• Crack open each injection line at the nozzle. Use two
wrenches to prevent nozzle damage.
• Crank the engine for 15 seconds with one minute
cooling periods until clean fuel appears from each
nozzle.
NUT-TIGHTEN TO 5 SHIELD
12 N m (10 lb. ft.)
BOLT - TIGHTEN TO
12 N m (10 lb. ft.) 6 REAR STRAP
BOLT - TIGHTEN TO 7 FRONT STRAP
33 N m (24 lb. ft.)
FUEL TANK 7S 3829

Figure 4-13 - Fuel Tank (Option, Pick-Up)

 Tighten
Injection line to nozzle fitting to 25 N m
(181b. ft.).
Use two wrenches to prevent nozzle damage.
• Start the engine and allow it to idle for 15 minutes.
Make sure the fuel return line is in the metal
container and that the container does not overflow.
• Remove the hose from the metal container.
10. Fuel return line to the injection pump.
• Check for leaks.
11. Clear engine DTC(s).

Gasoline in the Fuel System

Engine Will Run or Start

1. Drain the fuel tank. (Refer to “Draining Fuel Tank.”)

2. Fill the tank with diesel fuel.
3. Run the engine for 15 minutes. Disassemble
Using J 35731 remove fuel sender retaining cam, fuel
Engine Will Not Run sender assembly and O-ring from fuel tank. Discard fuel
sender assembly, assembly O-ring, and fuel feed and return
1. Drain the fuel tank. (Refer to “Draining Fuel Tank.”) tube O-rings.
2. Fill the tank with diesel fuel.
3. Disconnect engine shutoff solenoid connector.
Clean and Inspect
4. Remove the fuel hose between the fuel manager/filter and
the injection pump. Fuel sender O-ring sealing surfaces.
5. Connect a hose to the fuel manager/filter outlet and run it Inspect fuel tank for contamination and clean tank if
to a closed metal container. necessary.
6 . Crank the engine for 15 seconds with one minute cooling
periods to purge gasoline from the system. 9 Important
7. Install the fuel hose between the fuel filter and the injection
Always replace fuel sender O-ring when reinstalling fuel
pump.
sender.
Connect the engine shutoff solenoid connector.
• Always replace fuel feed and return pipe O-ring seals
9. Start the engine and check for leaks.
whenever a fuel pipe has been disconnected.
10. Run the engine for 15 minutes.
11. Clear engine DTC(s).
Assemble
*
FUEL SENDER REPLACEMENT 1. Position new fuel sender O-ring on fuel tank.
Figure 4-14
9 Important
|»+| Remove or Disconnect • Care should be taken not to fold over or twist the fuel
1. Negative battery cable. strainer when installing the fuel sender as this will
2. Drain fuel tank (refer to “Draining Fuel Tank”). restrict fuel flow. Also, assure that the fuel strainer
3. Fuel tank (refer to “Fuel Tank Replacement”). does not block full travel of float arm.

2. Fuel sender and fuel sender retainer cam using J 35731.

Q l
t Clean
3. Position new O-rings on fuel sender fuel feed and return
• Clean all fuel pipe and hose connections and surrounding pipes.
areas before disconnecting to avoid possible contamination
of the fuel system.
|+»[ Install or Connect
Fuel tank (see “Fuel Tank Replacement”).
Add fuel to tank.
Negative battery cable.
Bleed air from system.
Start engine and check for leaks.
Fuel Strainer Replacement
Figure 4-14

Remove or Disconnect
1. Negative battery cable.
2. Drain fuel tank (see “Draining Fuel Tank”).
3. Fuel tank (see “Fuel Tank Replacement”).
4. Fuel sender (see “Fuel Sender Replacement”).

§ Disassemble
Support sender with one hand and grasp strainer with other 1 BOLT
hand. 2 FUEL LINE
Rotate strainer in one direction and pull off of pickup 3 BRAKE LINE
tube. Discard strainer after inspection. 4 ELECTRICAL CONNECTOR
PS 17325

d Inspect
Fuel strainer. If strainer is contaminated, the fuel tank
Figure 4-15 - Fuel Lift Pump

should be cleaned and the fuel filter must be replaced. Tighten

n Use backup wrench to prevent pump from turning.
Assemble • Fittings to 30 N m (22 lb. ft.).
4. Harness connector.
Position new strainer on pickup tube and push on outer
5. Bleed air from system.
edge of ferrule until fully seated.
6. Start engine and check for leaks.

Install or Connect FUEL PUMP RELAY

1. Fuel sender (refer to “Fuel Sender Replacement”). Figure 4-16
2. Fuel tank (refer to “Fuel Tank Replacement”).
3. Add fuel and install fuel filler cap. 4■4 Remove or Disconnect
4. Bleed air from system.
1. Protective cover.
5. Negative battery cable.
2. Retainer, if installed.
6. Start engine and check for leaks.
3. Electrical connector.
4. Relay by depressing bracket clip at rear of relay, or
FUEL LIFT PUMP REPLACEMENT
removing bolts from retaining bracket.
Figure 4-15

Remove or Disconnect |»>| Install or Connect

1. Relay.
l. Negative battery cable.
2. Electrical connector.
2. Harness connector.
3. Retainer.
4. Protective cover.

• Clean both fuel pipe connections and surrounding OIL PRESSURE SWITCH
areas at fuel lift pump before disconnecting to avoid Figure 4-17
possible contamination of the fuel system.
3. Both fuel pipes from lift pump. Remove or Disconnect
4. Slide lift pump out of bracket.
1. Electrical connector.
2. Oil pressure switch using wrench J 35748.
Install or Connect
1. New fuel pipe O-rings.
0 Install or Connect
2. Position new pump in pump bracket,
1 Oil pressure switch.
3. Fuel feed pipe and suction pipe 1.0 the lift pump,
2. Electrical connector.
 Fuel Pipe Repair

1. Cut a piece of fuel hose 4" (100 mm) longer than the
section of pipe to be removed. If more than 6" (152 mm) is
to be removed, use a combination of steel pipe and hose.
The hose length should not be more than 10" total.
2. Cut a section of the pipe to be replaced with a tube cutter. Use
the first step of a double flaring tool to form a bead on the
ends of the pipe and, also, on the new section of pipe, if used.
3. Slide the hose clamps onto the pipe and push the hose 2"
(51 mm) onto each portion of the fuel pipe. Tighten a
clamp on each side of the repair.
4. Secure fuel line to the frame.

FUEL INJECTION COMPONENTS

Intake Manifold

Removing the fuel injection pump and injection lines

requires removing the intake manifold.

^ 3 Clean
• Top of engine to prevent dirt and other contaminants from
entering open lines and passages.
• All line fittings that will be loosened or removed.

Remove or Disconnect
1. Negative battery cable.
2. Air cleaner (non-turbo). Noise cover and air inlet (turbo).
3. Fuel manager/filter (refer to “Fuel Manager/Filter
.1 FUEL PUMP AND ENGINE OIL PRESSURE
INDICATOR SWITCH Replacement”).
FITTING 4. Generator rear bracket.
PS 17321 5. EGR/boost solenoids with bracket from the intake
Figure 4-17 - Oil Pressure Switch manifold studs (if equipped).
6. CDR hose at the manifold.
ENGINE AND CHASSIS PIPES AND HOSES 7. EGR and crankcase ventilation hoses (if equipped).
8. Fuel line bracket and ground strap.
Materials 9. Intake manifold bolts and fuel line clips.
10. Intake manifold and gasket.
Fuel Lines - These are welded steel tubes, meeting GM
Specifications 124-M, or its equivalent. Do not use copper or Important
aluminum tubing to replace steel tubing. Those materials do not
Before any further service work is to be done, cover
have satisfactory durability to withstand normal vehicle vibration.
the intake ports with J 29664-1.
Coupled hose - These are not to be repaired and are
replaced only as an assembly
Uncoupled Hose - Use only reinforced furl resistant hose, Clean
made of “Fluoroelastomer ’ material. Do not use a hose within • Gasket surfaces on intake manifold and cylinder heads.
4" (100 mm) of any part of the exhaust system, or within 10"
(254 mm) of the catalytic converter. The hose’s inside diameter
must match the outside diameter of the steel tubing.
Clamps - These are stainless steel, screw bank-type
clamps, #2494772, or equivalent.
44 Install or Connect 44 Remove or Disconnect
l. Negative battery cables.
Figure 4-18 or 4-19 2. Intake manifold (refer to “Intake Manifold”).

1. New gaskets.
9 Important
Before any further service work is to be done, cover
9 Important the intake ports with J 29664-1.
Be sure to use the correct gasket. The gaskets for light
duty emissions models have openings for the EGR ports. 3. Injection line clips at the loom brackets.
The gaskets for heavy duty emissions models do not. 4. Injection lines at the nozzles.
• Cap the lines and nozzles immediately.
Intake manifold. • Do not bend injection lines.
Intake manifold bolts and fuel line clips. 5. Injection lines at the pump.
• Cap the lines and the pump fittings immediately.
^ Tighten • Tag the lines for installation.

• Intake manifold bolts to 42 N-m (32 lb. ft.). Use the

tightening sequence shown in Figures 4-17 and 4-18. 44 Install or Connect
4. Fuel line bracket and ground strap.
5. EGR and crankcase ventilation hoses (if equipped). Figure 4-20
6 . CD R hose (if equipped).
7. EGR/boost solenoids with bracket (if equipped). i. Injection lines at the pump.
8 . Generator rear bracket. • Uncap the lines and pump fittings.
9. Fuel manager/filter (refer to “Fuel Manager/Filter • Refer to the tags for correct installation.
Replacement”). 2. Injection lines at the nozzles.
10. Air cleaner (non-turbo). Air inlet and noise cover (turbo). • Uncap the lines and nozzles.
11. Negative battery cables.

INJECTION LINE REPLACEMENT

• Fittings to 25 N-m (20 lb. ft.)
Figure 4-20
3. Injection line clips at the loom brackets.
• Remove J 29664-1.
4. Intake manifold. (Refer to “Intake Manifold.”)
All line fittings that will be loosened or removed. 5. Negative battery cables.
 Figure 4-19 - Intake Manifold (Turbocharged)

INJECTION PUMP REPLACEMENT + + Install or Connect

New gasket.
Remove or Disconnect
1. Negative battery cable. NOTICE: Be sure the locating pin on the pump hub
2. Intake manifold. (Refer to “Intake Manifold.”) goes into the slotted hole in the driven gear and not the hole
3. Injection lines. (Refer to “Injection Line Replacement.”) in the gear.
4. Fuel inlet line from the injection pump.
5. All necessary harness connectors and hoses from the 2. Injection pump to the front cover.
injection pump. • Align the locating pin on the pump hub with the slot in
6. Fuel return line at the top of the injection pump. the injection pump driven gear (Figure 4-22).
7. Oil fill tube. 3. Flange nuts.
8. Grommet for oil filler tube.
Tighten
NOTICE: Never engage the starter motor to rotate the
engine when the injection pump is removed as severe Nuts to 40 N m (30 lb. ft.).
engine damage will occur. With the injection pump 4. Drive gear to injection pump bolts (Figure 4-21).
removed the pump driven gear could jam in the front
housing by engaging the starter motor, resulting in a
sheared crankshaft or camshaft gear key and possible
Bolts to 25 N m (20 lb. ft.).
valvetrain damage. Always bar the engine over by hand to
Grommet for oil filler tube.
avoid internal damage.
Oil filler tube.
Fuel feed line at the injection pump.
• Scribe or paint a mark on the front cover and the
injection pump flange.
• Rotate the engine to gain access to the bolts that hold Tighten
the driven gear to the injection pump. • Fitting to 25 N m (20 lb. ft.).
Access is gained through the oil filler neck hole 8. Fuel return line to the top of the injection pump.
(Figure 4-21). 9. All necessary harness connectors.
9. Bolts (Figure 4-20). 10. Injection lines. (Refer to “Injection Line Replacement”).
10. Flange nuts. 11. Intake manifold. (Refer to “Intake Manifold Replacement”).
11. Pump. 12. Negative battery cables.
• Cap all open lines and nozzles. 13. Adjust injection timing. (Refer to “Checking or Adjusting
12. Gasket. Injection Timing ”)
 1 BOLT

PS 17320

Figure 4-21 - Pump Drive Gear Bolts

Checking or Adjusting Injection Timing

A TECH 1 scan tool must be used to check or adjust

injection timing. Original factory timing is marked with a static
timing mark, which is a line scribed across both the pump
A. CYLINDER NUMBER 8 mounting flange and the front cover. This static timing mark
B. CYLINDER NUMBER 7 can be used as a reference. If the static timing mark is not
present on the injection pump mounting flange, one can be
C. CYLINDER NUMBER 2
scribed to further assist in how far the injection pump needs to
D. CYLINDER NUMBER 6 be rotated.
E. CYLINDER NUMBER 5 1. Start and idle engine until warm.
F. CYLINDER NUMBER 4 2. Install TECH 1 scan tool.
3. Activate “TDC TIME SET” in the “OUTPUT
G. CYLINDER NUMBER 3
TEST/INJ PUMP” section of the TECH 1 scan tool.
H. CYLINDER NUMBER 1 Refer to TECH 1 scan tool for proper way to activate
“OUTPUT TEST”. (When “TDC TIME SET” is
activated “DESIRED INJ TIM” value in TECH 1 will
read 0.)
3-29-93
PS 17333
NOTICE: If engine stalls during “TDC TIME SET”
activation, slightly rotate injection pump toward the driver
side of the vehicle, tighten mounting nuts and repeat Step 3.
 Observe “MEASURED INJ TIM” for proper timing +1 +.5 -.5 -1 -1.5
specification. If a change is necessary, shutdown + + H----- h-
In this region, Target ln this region,
engine and loosen injection pump mounting nuts. rotate pump toward Zone rotate pump toward
With J 29872 slightly rotate injection pump driver side. passenger side.
(1 mm = 2°).
Timing Specifications
Important
These are timing specifications which are to be only used
While “MEASURED INJ TIM” can only be observed
with the Tech 1 scan tool on electronic fuel injection pump
while engine is running, engine must be shutdown while
vehicles.
injection pump is being adjusted to prevent engine
Timing should be set at RPM listed below. Vehicle should
damage.
also be at operating temperature.
5. Restart engine and observe “MEASURED INJ TIM”
value on TECH 1 scan tool. If it is necessary to ENGINE C K G P-MOTORHOME RPM
re-adjust injection timing, repeat Step 3 and 4 until
correct injection timing is achieved.
6.5L 3.5° 3.5° 3.5° - IDLE

NOTICE: “MEASURED INJ TIM” value will 6.5L 3.5° 3.5° - 3.5° IDLE
fluctuate slightly while PCM is in set timing mode. (TURBO)

NOTICE: All specs are before top dead center unless

otherwise stated.
Pump retaining nuts to 40 N m (30 lb. ft.).

Backup Timing Procedure INJECTION NOZZLE REPLACEMENT

This procedure should only be used when one of the NOTICE: When removing an injection nozzle, use
following conditions exists. J 29873. Remove the nozzle using the 30 mm hex portion
1. The front cover and PCM have been removed and replaced (Figure 16). Failure to do so will result in damage to the
at the same time. injection nozzle.
2. The pump and PCM have been removed and replaced at
the same time. Remove or Disconnect
3. The front cover and/or crank sensor, pump and PCM have
been removed and replaced at the same time.
4. The front cover has been removed.
Figures 4-23 and 4-24
5. A complete engine is replaced.
1. Negative battery cable(s).
This procedure uses the TDC offset learn procedure to
2. Fuel line clip.
provide correct “Injection Pump Timing.” Proceed as follows:
3. Fuel return hose.
1. Start and idle engine until warm.
4. Fuel injection line.
2. Install Tech 1 scan tool.
• Cap the nozzle and lines.
3. Activate “TDC OFFSET LEARN” in “OUTPUT
5. Injection nozzle using J 29873.
TEST”/“INJ PUMP” section of Tech 1 scan tool.

NOTE: If engine stalls during TDC offset activation, Install or Connect

slightly rotate pump toward the driver side of the vehicle
and tighten mounting nuts and repeat step 3.
4. If the learned “TDC OFFSET” is between .00 and -.50°,
procedure is complete; if not, slightly rotate pump and
retighten mounting nuts. Repeat steps 3 and 4 until “TDC
OFFSET” value is between .00 and -.50°.
Figures 4-23 and 4-24
NOTICE: When installing an injection nozzle, use
J 29873. Install the nozzle using the 30 mm hex portion.
Failure to do so will result in damage to the injection
nozzle.

NOTE: To achieve a negative (-) number, rotate pump L Injection nozzle using J 29873.
toward driver side; a positive (+) number, rotate toward
passenger side. 1mm pump movement = approximately 2° „
 Tighten
• Nozzle to 70 N-m (50 lb. ft.).
2. Fuel injection line.

^ Tighten
• Nut to 25 N-m (20 lb. ft.).
3. Fuel return hose.
4. Fuel line clip.
5. Negative battery cables.

1 FUEL RETURN ACCELERATOR PEDAL POSITION

2 REMOVE HERE MODULE
Figure 4-25
PS 17319 Observe the following when performing service on the
Figure 4-23 - injection Nozzle accelerator pedal position module:
• The mounting surface between the support and the
dash panel, must be free of insulation. The carpet and
padding in the pedal and tunnel area must be
positioned to lay flat and be free of wrinkles and
bunches.

PARTS INFORMATION
PART NAME GROUP
Filter, Fuel ............................................................ ..3.890
Sensor, WAT Fuel Sentry....................................... ..3.890
Heater, Fuel Sentry .................................................3.890
Sender, F u e l.......................................................... ..3.107
Filter, Fuel (In-Tank)................. .............................3.890
Pump, F ue l............................................................ ..3.900
Relay, F/PM P........................................................ ..3.900
Switch, F/PMP and ENG OIL PRESS IND ............1.800
Lever, Accelerator Pedal ....................................... ..3.431
 1 DASH PANEL
2 ACCELERATOR PEDAL POSITION MODULE

Figure 4-25 - Accelerator Pedal Position Module

BLANK
 'WATER IN FUEL'
LAMP

3-3-93
PS 16977

“WATER IN FUEL” LAMP CIRCUIT CHECK

Circuit Description:
The fuel manager/filter assembly consists of the fuel heater, the water in fuel sensor, and a filter. The filter contains the “coalescer”
(the device that combines small droplets of water into larger ones) and the filter/separator.
A fuel lift pump delivers diesel fuel from the tank to the fuel filter. As fuel enters the filter, it passes first through the fuel heater.
The heater contains a thermostatic switch. The switch opens or closes to turn the heater “OFF” or “ON,” depending on the temperature
of the fuel.
The fuel then passes through the filter. Next the fuel flows through the water coalescer. Here the droplets of water in the fuel are
combined into larger drops, the drops fall to the water reservoir in the filter. When fuel flows from the fuel manager/filter assembly to
the injection pump, it is clean and free of water.
The solid-state water in fuel sensor supplies voltage to a probe. When the probe touches water, the module closes a switch. This
completes a circuit to ground to light the “Water in Fuel” lamp.
A time delay circuit in the water in fuel module grounds the lamp briefly to test the bulb each time the system is turned “ON.”
The fuel heater is operated by a built-in thermostatic switch. When the switch is closed, battery voltage is supplied to the heater.

Chart Test Description: Number(s) below refer to

circled number(s) on the diagnostic chart.
1. This test will determine if CKT 39 is open.
2. This step will determine if the ground CKT 150 is OK.
3. This step will determine if fuse, bulb, and wiring are OK.
 WATER IN FUEL” LAMP
CIRCUIT CHECK

©
 'WATER IN FUEL"
LAMP

3-3-93
PS 16977

FUEL HEATER FUNCTIONAL CHECK

Circuit Description:
The fuel manager/filter assembly consists of the fuel heater, the water in fuel sensor, and a filter. The filter contains the “coalescer”
(the device that combines small droplets of water into larger ones) and the filter/separator.
A fuel lift pump delivers diesel fuel from the tank to the fuel filter. As fuel enters the filter, it passes first through the fuel heater.
The heater contains a thermostatic switch. The switch opens or closes to turn the heater “OFF” or “ON,” depending on the temperature
of the fuel.
The fuel then passes through the filter. Next the fuel flows through the water coalescer. Here the droplets of water in the fuel are
combined into larger drops, the drops fall to the water reservoir in the filter. When fuel flows from the fuel manager/filter assembly to
the injection pump, it is clean and free of water.
The solid-state water in fuel sensor supplies voltage to a probe. When the probe touches water, the module closes a switch. This
completes a circuit to ground to light the “Water in Fuel” lamp.
A time delay circuit in the water in fuel module grounds the lamp briefly to test the bulb each time the system is turned “ON.”
The fuel heater is operated by a built-in thermostatic switch. The thermostatic switch completes the circuit for the fuel heater
element when it senses a temperature below 8°C (46°F).

Chart Test Description: Number(s) below refer to

circled number(s) on the diagnostic chart.
1. This step checks to see if fuel heater is stuck “ON.”
2. This checks to see if the thermostatic switch completes the
circuit.
 FUEL HEATER FUNCTIONAL CHECK

©
BLANK
 SECTION 7
GLOW PLUG SYSTEM
CONTENTS
General Description__ 7-1 Glow P lugs....................................................... 7-2
Glow P lu g s............... 7-1 On-Vehicle Service .............................................. 7-2
Glow Plug R elay__ 7-1 Glow Plug Relay (Non Turbo) ...................... 7-2
Circuit O peration__ 7-1 Glow Plug Relay (Turbo) ............................... 7-2
Glow Plug After Start 7-2 Glow P lugs....................................................... 7-3
Diagnosis ...................... 7-2 Parts Information .................... ............. ............. 7-4
Glow Plug Relay__ 7-2 Glow Plug System C heck...................... .......... 7-6

GENERAL DESCRIPTION
In the diesel engine, air alone is compressed in the
cylinder; then, after the air has been compressed, a charge of
fuel is sprayed into the cylinder and ignition occurs, due to the
heat of compression. Eight glow plugs are used to preheat the
chamber as an aid to starting (Figure 7-1).
Control of the Glow Plugs has been accomplished by
moving the logic for controlling the heat of the plugs to the
PCM. The new logic can incorporate the higher accuracy of
digital processing compared to the previous analog controller.
Additionally, logic involving engine speed and estimates of
engine combustion can be added to the traditional time and
temperature data used in the previous controller. This capability
yields more optimum heat times for the glow plugs, thus
pre-glow times can be kept to a minimum for short wait to
crank times and maximum glow plug durability.

GLOW PLUGS
Figure 7-1
These are 6-volt heaters (operated at 12 volts) that turn
“ON,” when the ignition switch is turned to the run position,
prior to starting the engine. They remain pulsing a short time
after starting, then are turned “OFF.”
A “GLOW PLUGS” lamp, on the instrument panel,
provides information on engine starting conditions.
GLOW PLUG RELAY
The glow plug relay (Figure 7-2) is mounted at the rear of
the left cylinder head. It is a solid state device which operates
the glow plugs.
The PCM uses a B+ signal to control the solid state
circuitry of the glow plug relay.
CIRCUIT OPERATION
A normal functioning system operates as follows:
A. Key “ON,” engine not running and at room
temperature.
1. Glow plugs “ON” for 4 to 6 seconds, then “OFF”
for about 4.5 seconds.
1 GLOW PLUG
2 FUEL INJECTOR
3 CYLINDER HEAD
4 PRE-COMBUSTION CHAMBER
5 HEATED SHEATH
8S 3977-6E
Figure 7-1- Diesel Engine Glow Plug Location
2. Then cycle “ON” for about 1.0 second, “OFF” for
about 3.0 seconds, and continue to cycle 1.0
“ON,” 3.0 “OFF,” for a total duration (including
the initial 4 to 6 seconds) of about 16 seconds.
B. If the engine is cranked during or after the above
sequence, its possible the glow plugs will cycle
“ON”/“OFF” after the engine control switch is
returned from the crank position, whether the
engine starts or not. The engine does not have to
be running to terminate the glow plug cycling.
 All the times shown above are approximate, because they
vary with initial engine temperature. The initial “ON” time and
cycling “ON”/“OFF” times vary also, with system voltage
and/or temperature. Lower temperatures cause longer duration
of cycling.
GLOW PLUG AFTER START
The PCM provides glow plug operation after starting a
cold engine. This after start operation is initiated w'hen the
ignition switch is returned to RUN, from the START position.
While loss of this function may not cause a cold start complaint,
it may result in excessive white smoking and/or poor idle
quality after start.

DIAGNOSIS
GLOW PLUG RELAY
The diagnosis of the glow plug relay is part of the “Control
Module System” and starts with the “On-Board Diagnostic
System Check.” This will determine if the system is operating
correctly.
If the glow plug system is not working properly, the
“On-Board Diagnostic System Check” will direct diagnosis to a
Diagnostic Trouble Code (DTC) tree chart or to another system
circuit.
GLOW PLUGS
If the system does not operate as described in “Circuit
Operation,” perform the “Glow Plug System Check.” It
provides a fast way to determine if the glow plug system is
working properly. Use this procedure, whenever there is doubt
about correct system operation.
NOTICE: Do not manually bypass the glow plug
relay. Do not jump start with more than a 12 volt system.
The glow plugs could be damaged.

ON-VEHICLE SERVICE
GLOW PLUG RELAY (NON TURBO) GLOW PLUG RELAY (TURBO)

Remove or Disconnect Remove or Disconnect

Figure 7-2 Figure 7-2
1. Negative battery cables. 1. Negative battery cables.
2. Wiring connector to the relay. 2. Upper intake manifold cover.
3. Relay mounting nuts. 3. Wiring connector to the relay.
4. Relay from the studs on the engine. 4. Relay mounting nuts.
5. Relay from the studs on the engine.
B Install or Connect
Figure 7-2 Install or Connect
Figure 7-2
1. Relay to the studs on the engine.
2. Relay mounting nuts. 1. Relay to the studs on the engine.
2. Relay mounting nuts.
Tighten
Tighten
3.
• Nuts to 35 N-m (25 lb. ft.).
Wiring connector to the relay.
m
• Nuts to 35 N-m (25 lb. ft.).
3. Wiring connectors to the relay.

Wiring harness nuts to 5 N-m (44 lb. in.).

Tighten
Negative battery cables. Wiring harness nuts to 5 N-m (44 lb. in.).
4. Upper intake manifold cover.
5. Negative battery cables.
 11. Lead wire at the glow plug from cylinder #8 by reaching
up from underneath the vehicle.
1 2 . Glow plug from cylinder #8.
• For easier access to cylinders #6 and #8, it may be
necessary to remove the exhaust down pipe from
turbocharger and muffler inlet pipe.

Right Side, Turbo:

1. Glow plug into cylinder #8.

Tighten
• Glow plug to 17 N m (13 lb. ft.).
2. Lead wire to #8 glow plug.
3. Glow plugs into cylinders #2, #4, and #6.
• Install the glow plugs by reaching through the right
wheel well.

Tighten
1 WIRING HARNESS NUTS - TIGHTEN TO 5 Nm (44 lb. in.)
inGlow plugs to 17 N m (13 lb. ft.).
2 HARNESS CONNECTOR Lead wire to glow plug #6.
3 GLOW PLUG RELAY
• Slide the shroud over the wire lead and fasten to the
4 MOUNTING NUTS - TIGHTEN TO 35 N m (25 lb. ft.)
8 S 3978-6E
studs.
5 LEFT CYLINDER HEAD
• Repeat Step 4 for the #4 glow plug.
Figure 7-2 - Glow Plug Relay
GLOW PLUGS ^ Tighten
• Heat shroud nuts to 23 N m (17 lb. ft.).
Remove or Disconnect 5. Wires for glow plugs #4 and #6 to connectors at the wire
1. Negative battery cable. harness.
6. Lead wire for #2 glow plug.
Both Sides, Non T\irbo and Left Side, Hirbo:
2. Glow plug lead wires from the glow plugs, using J 39083 Inspect
glow plug connector remover and installer.
3. Glow plugs from the engine. • Wire routing, making sure the lead wires are not
rubbing against the exhaust manifold or any part that
• Use a 3/8-inch deep-well socket to remove the plugs.
may harm the wire insulation.
7. Splash shield in the right front wheel well.
Right Side, T\irbo:
• Raise the vehicle. Right front tire.
4. Right front tire. • Refer to SECTION 3E of appropriate service manual
5. Splash shield from the right front wheel well. for lug nut torque.
6. Lead wire from the glow plug in the #2 cylinder.
7. Lead wires for glow plugs in cylinders #4 and #6 at the Left Side Turbo and Both Sides Non Turbo:
9. Glow plugs.
harness connectors.
8. Heat shroud for the glow plug in the #4 cylinder.
9. Heat shroud for the #6 cylinder. Tighten
• Slide the shrouds back far enough to allow access for
Glow plugs to 23 N m (17 lb. ft.).
unplugging the wires at the #4 and #6 glow plugs,
10. Lead wires to the glow plugs.
• Use J 39083 to disconnect the glow plug wires.
11. Negative battery cable.
10. Glow plugs from cylinders #2, #4, and #6,
 Figure 7-3 - Glow Plugs (Right Side Turbo)

PARTS INFORMATION
PART NAME GROUP
Glow plug ............................................................... 2.270
Glow Plug Relay ................................................... 2.510
BLANK
 TO WATER IN
PCM
EGR SOLENOID TO EGR VENT
(VEHICLES LESS THAN FUEL SENSOR SOLENOID
8500 GVW) (VEHICLES LESS THAN
8500 GVW)
TO GLOW PLUG
TO FUEL HEATER
IGNITION ----- ------
SWITCH 20 AMP
JUNCTION 539 PNK-
BLOCK GLOW PLUG
505 YEL RELAY CONTROL
b + — •— r * i- 2 RED
— 150 BLK

1— ENGINE
GROUND

GLOW PLUG LEFT

RELAY GLOW
PLUGS

"GLOW PLUG” 503 ORN

LAMP
GLOW PLUG
/ V. 503 ORN

507 DK BLU GLOW PLUG SIGNAL

[_ PCM CONN. ID J 509 ORN/BLK

| PA/PB PINK 24 PIN !
I PC/PD PINK 32 PIN |
I BC/BD BLUE 32 PIN I
RIGHT
GLOW 7-1-94
PLUGS N S14762

GLOW PLUG SYSTEM CHECK

Circuit Description:
The glow plug system is used to assist in providing the heat required to begin combustion during engine starting at cold ambient
temperatures. The glow plugs are heated before and during cranking, as well as initial engine operation. A DTC 29 will be set when
the glow plug relay output is found to have a fault. This can be found by comparing glow plug feedback voltage to ignition voltage.

Chart Test Description: Number(s) below refer to

circled number(s) on the diagnostic chart.
1. This step determines if the glow plugs are faulty or if the
problem lies in the wiring portion of the circuit.
2. If the relay contacts are shorted together, there will be 12
volts supplied to the glow plugs at all times. Since these are
6 volt glow plugs, they will be damaged by the constant
high voltage.
GLOW PLUG SYSTEM CHECK
BLANK
 SECTION 9
EXHAUST GAS RECIRCULATION (EGR) SYSTEM
CONTENTS
General Description..............................................9-1 EGR Valve (Turbo)...........................................9-2
EGR Solenoid Assembly.................................9-1 EGR Solenoid ..................................................9-2
Diagnosis .............................................................. 9-1 EGR Vent Solenoid .........................................9-2
On-Vehicle Service ............................................. 9-1 EGR Solenoid Filter Replacement.................9-2
EGR Valve (Non T u rb o )................ ............... 9-1 Parts Information ..................................................9-2

GENERAL DESCRIPTION

The EGR system lowers the formation of nitrogen oxides DIAGNOSIS

by reducing combustion temperature. This is done by
introducing exhaust gases into the cylinders through an EGR The diagnosis of the EGR system is part of the control
valve. The PCM, in the control module system, controls the module system and starts with the “On-Board Diagnostic System
amount of EGR to meet emission control requirements and Check.” This will determine if the system is operating correctly.
maintains good driveability through an EGR solenoid and EGR If the EGR system is not working properly, the “On-Board
vent solenoid, which regulates the vacuum to the EGR valve. Diagnostic System Check” will direct diagnosis to a Diagnostic
One main sensor input to the PCM is used to calculate the Trouble Code (DTC) tree chart or to another system circuit.
amount of EGR. Refer to SECTION 3.
The EGR valve (Figures 9-1 and 9-2), installed on the
intake manifold, introduces the exhaust gases to the incoming ON-VEHICLE SERVICE
fresh air at the engine crossover.
A vacuum pump is required to provide a vacuum source to
EGR VALVE (NON TURBO)
operate the EGR system.
Figure 9-1
An EGR control pressure/BARO sensor mounted on the
right side of the plenum panel is used to measure the amount of
absolute pressure in the EGR vacuum line. B Remove or Disconnect
1. Air cleaner cover.
EGR SOLENOID ASSEMBLY 2. Vacuum hose from the EGR valve.
3. Studs.
The EGR solenoid assembly (Figure 9-3) is mounted on 4. EGR valve.
top rear of the engine. The PCM controls the EGR solenoid to
regulate the vacuum to the EGR valve. By controlling the time
the EGR solenoid is “ON” or “OFF” regulates the amount of
[»»[ Install or Connect
EGR. The PCM calculates the amount of EGR based on engine 1. EGR valve.
speed and accelerator pedal position. The PCM is programmed 2. Studs (seal the studs with Loctite 272 or equivalent).
to vary the “ON” and “O FF ’ time of the EGR solenoid, based
on these two inputs. To monitor the PCM control of EGR, an
EGR control pressure/BARO sensor is used to measure the
amount of absolute pressure in the EGR vacuum line. If a minor
variation in calculated EGR and actual EGR as monitored by
the EGR control pressure/BARO sensor exists, the PCM makes
a correction. If the variation exceeds an amount in excess of
what the PCM can correct for, an error is detected by the PCM
and the system will go into default.
When the PCM recognizes the operating range for no
EGR, the EGR vent solenoid operates to allow rapid venting of
vacuum to the EGR valve.
 EGR SOLENOID
Figures 9-3 and 9-4

|» +| Remove or Disconnect
1. Negative battery cables.
2. Electrical connector from the solenoid.
3. Vacuum hoses.
4. EGR solenoid.

|+»| Install or Connect

EGR solenoid.
1 ENGINE INTAKE MANIFOLD
Vacuum hoses.
2 STUD Electrical connector to the solenoid.
3 EGR VALVE Negative battery cables.
4 VACUUM HOSE (TO AIR CLEANER)
5S 1390-6E Perform “On-Board Diagnostic System Check.”
Figure 9-1 - EGR Valve
EGR VENT SOLENOID
EGR VALVE (TURBO) Figures 9-3 and 9-4
Figure 9-2
|+ +| Remove or Disconnect
B Remove or Disconnect 1. Negative battery cables.
1. Upper intake manifold cover. 2. Electrical connector from the solenoid.
2. Vacuum hose from the EGR valve. 3. Vacuum hoses.
3. Bolts. 4. EGR vent solenoid.
4. EGR valve.
|»+| Install or Connect
Install or Connect 1. EGR vent solenoid.
l. EGR valve. 2. Vacuum hoses.
2. Bolts. 3. Electrical connector to the solenoid.
4. Negative battery cables.
5. Perform “On-Board Diagnostic System Check.”
Tighten
• Bolts to 25 N-m (18 lb. ft.). EGR SOLENOID FILTER REPLACEMENT
3. Vacuum hose. Figures 9-3 and 9-4
4. Upper intake manifold cover.
Remove or Disconnect
1. Retainer clip.
2. Filter.

E3 Install or Connect
1. Filter.
2. Retainer clip.

PARTS INFORMATION
PART NAME GROUP
1 INTAKE MANIFOLD
Valve, EGR .......................................................... 3.670
2 EGR VALVE Valve, EGR Solenoid............................................. 3.670
NS 15861
3 UPPER INTAKE MANIFOLD Valve, EGR Vent Solenoid..................................... 3.670
 1 EGR SOLENOID

2 THERMOSTAT CROSS OVER HOUSING

3 INTAKE MANIFOLD
7 -6 -9 4
RS 20552

Figure 9-3 - EGR Solenoid Assembly (Non Turbo)

 1 WASTEGATE SOLENOID
2 EGR VALVE
3 UPPER INTAKE MANIFOLD

4 WASTEGATE
5 TURBOCHARGER
2 -1 0 -9 4
RS 20551

Figure 9-4 - EGR Solenoid Assembly (Turbo)

 SECTION 10
TRANSMISSION CONTROLS
CONTENTS
General Description..........................................10-1 Manual Transmission........................................ 10-1
Automatic Transmission................................ 10-1
4L60-E..........................................................10-1
4L80-E..........................................................10-1

GENERAL DESCRIPTION

AUTOMATIC TRANSMISSION MANUAL TRANSMISSION

4L60-E All manual transmission controls information will be
A ll 4L60-E Diagnostic Trouble Codes (DTCs) w ill be found in SECTION 10C.
in SECTION 10A.
A ll 4L60-E Hydraulic Diagnosis will be in SECTION
7A14A of the appropriate service manual.
A ll 4L60-E Unit Repair will be in SECTION 7A14B
of the appropriate unit repair manual.

4L80-E
A ll 4L80-E Diagnostic Trouble Codes (DTCs) will be
in SECTION 10B.
A ll 4L80-E Hydraulic Diagnosis will be in SECTION
7A17A of the appropriate service manual.
A ll 4L80-E Unit Repair will be in SECTION 7A17B
of the appropriate unit repair manual.
BLANK
 SECTION 10A
4L60-E DIAGNOSTIC TROUBLE CODES
(WITH TECH 1® SCAN TOOL DIAGNOSTICS)
CONTENTS
General Description.......................................10A- 2
Powertrain Control Module (PCM)............ 10A- 2
Data Link Connector (DLC).......................10A- 2
Wiring Harness and Connectors................. 10A- 2
Input Information.......................................10A- 2
Information Sensors and Switches.......... 10A- 2
Transmission Fluid Temperature (TFT)
Sensor................................................ 10A- 4
Transmission Range (TR) Pressure
Switch Assembly............................... 10A- 4
Engine Coolant Temperature (ECT)
Sensor................................................ 10A- 5
Accelerator Pedal Position (APP)
Module.............................................. 10A- 5
Transfer Case Select Switch Assembly.... 10A- 5
Vehicle Speed Sensor (VSS)...................10A- 6
Vehicle Speed Signal (VSS) Buffer
Module.............................................. 10A- 6
Brake Switch..........................................10A- 6
Output Information....................................10A- 6
1-2 Shift Solenoid.................................. 10A- 6
2-3 Shift Solenoid.................................. 10A- 7
3-2 Control Solenoid.............................. 10A- 7
Pressure Control Solenoid (PCS)............ 10A- 7
Torque Converter Clutch (TCC)
Solenoid............................................ 10A- 7
TCC PWM Solenoid.............................. 10A- 8
Electrical Components........................... 10A- 8
Diagnosis......................................................10A- 9
PCM Intermittent Diagnostic Trouble
Codes or Performance............................ 10A- 9
Clearing History DTC(s).........................10A- 9
On-Board Diagnostic (OBD) System
Check (with Scan Tool).......................... 10A-10
Transmission TECH 1 Scan Tool Data....... 10A-12
Transmission TECH 1 Scan Tool Data
Definitions............................................. 10A-13
4L60-E Transmission Fluid Checking
Procedure............................................... 10A-16
Diagnostic Trouble Code (DTC)
Identification..........................................10A-17
PCM Wiring Diagram
4L60-E Transmission............................. 10A-19
4WD Low Switch Check
(With Mechanical Shift)......................... 10A-20
Transmission Range (TR) Pressure
Switch Assembly Circuit Check............. 10A-22
DTC 24 -Vehicle Speed Sensor (VSS)
Circuit Low (Trans Output Speed Signal).... 10A-24
DTC 28 -Transmission Range (TR) Pressure
Switch Assembly Fault.............................. 10A-26
DTC 37 -Brake Switch Stuck “ON” ............. 10A-28
DTC 38 -Brake Switch Stuck “OFF” ........... 10A-30
DTC 52 - System Voltage High Long............ 10A-32
DTC 53 - System Voltage H ig h ..................... 10A-34
DTC 58 -Transmission Fluid Temperature (TFT)
Sensor Circuit Low
(High Temperature Indicated)................. 10A-36
DTC 59 -Transmission Fluid Temperature (TFT)
Sensor Circuit High
(Low Temperature Indicated).................. 10A-38
DTC 66-3-2 Control Solenoid
Circuit Fault.............................................. 10A-40
DTC 67 -Torque Converter Clutch (TCC)
Solenoid Circuit Fault................................ 10A-42
DTC 69 -Torque Converter Clutch (TCC)
Solenoid Stuck “ON” ................................. 10A-44
DTC 72 -Vehicle Speed Sensor (VSS) Circuit
Loss (Trans Output Speed Signal).............. 10A-46
DTC 73 -Pressure Control Solenoid (PCS)
Circuit (Current Error)............................... 10A-48
DTC 75 - System Voltage Low......................10A-50
DTC 79 -Transmission Fluid Overtemp........ 10A-52
DTC 81 -2-3 Shift Solenoid Circuit Fault.....10A-54
DTC 82 - 1-2 Shift Solenoid Circuit Fault.....10A-56
DTC 83 -TCC PWM Solenoid Circuit Fault.. 10A-58
On-Vehicle Service........................................ 10A-60
Internal Transmission Components............ 10A-60
External Transmission Components........... 10A-60
Engine Coolant Temperature (ECT)
Sensor.................................................... 10A-60
Accelerator Pedal Position (APP) Module... 10A-60
Vehicle Speed Sensor (VSS).......................10A-60
Vehicle Speed Signal (VSS)
Buffer Module........................................ 10A-60
PCM Wiring Diagrams and Connector
Terminal End Views................................... 10A-60
Special Tools................................................ 10A-61
 GENERAL DESCRIPTION
POWERTRAIN CONTROL MODULE (PCM)
Figure 10A-1
The Powertrain Control Module (PCM) is an
electronic device which monitors various inputs to
control various transmission functions including shift
quality and transmission diagnostics. The PCM
receives various input information from sensors,
switches, and components to process for use within
its control program. Based on this input information,
the PCM controls various transmission output
functions and devices. The PCM is located within the
passenger compartment, underneath the right hand side
of the dash.
1 ACCESS COVER
3 -9 4
2 PROM (M E M -C A L) D E -0 5 0
Figure 10A-1 - Powertrain Control Module
DATA LINK CONNECTOR (DLC)
Figure 10A-2
This connector is a multiple cavity connector. The
DLC provides the technician a means of accessing
serial data for aid in diagnosis. The DLC allows the
technician to use a scan tool to monitor various systems
and display DTC codes. The DLC connector is located
within the driver’s compartment, normally on the left
side near the steering column.
12 PIN DLC
F E B A
O O
H M
T E R M IN A L ID E N T IF IC A T IO N
| A | GROUND cn TCC (IF USE D )
D IA G N O S T IC T E R M IN A L BRA KE (IF U SE D )
I E | S E R IA L D A T A (IF U S E D ) | M | S E R IA L D A T A
4 -9 4
D E -0 5 1 M / L
Figure 10A-2 - Data Link Connector (DLC)
WIRING HARNESS AND CONNECTORS
Figures 10A-3 and 10A-4
A wiring harness electrically connects the PCM
to various sensors, solenoids, and relays within the
system. Many of the connectors used are
environmentally protected because of the system low
voltages and current levels.
NOTICE: The PCM utilizes a 24 pin “Pink”
connector, a 32 pin “Pink” connector and a 32 pin
“Blue” connector. The 24 pin “Pink” connector is
labeled “A” and “B,” the 32 pin “Pink” connector
is labeled “C” and “D” and the 32 pin “Blue”
connector is labeled “C ” and “D .” When
referencing PCM connector pinouts, the “Blue”
PCM connector will be referred to as the “E” and
“F” connector.
INPUT INFORMATION
INFORMATION SENSORS AND SWITCHES
The PCM uses the following information sensors
to gather data for electronically controlling
transmission functions.
• Transmission Fluid Temperature (TFT) sensor.
• Transmission Range (TR) pressure switch
assembly.
• Engine Coolant Temperature (ECT) sensor.
• Accelerator Pedal Position (APP) Module.
• Transmission or transfer case Vehicle Speed Sensor
(VSS).
• Brake Switch.
 TRANSMISSION ELECTRICAL CONNECTOR

The transmission electrical connector is a very important part

of the transmission operating system. Any interference with
the electrical connection can cause the transmission to set
Diagnostic Trouble Codes (DTCs) and/or affect proper
operation.
VEHICLE HARNESS
The following items can affect the electrical connection:
- Bent pins in the connector from rough handling during
connection and disconnection.
- Wires backing away from the pins or coming uncrimped
(in either internal or external wiring harness).
- Dirt contamination entering the connector when
disconnected.
- Pins in the internal wiring connector backing out of the
connector or pushed out during reconnection.
- Excessive transmission fluid leaking into the connector,
wicking up into the external wiring harness, and degrading
the wire insulation.
- Water/moisture intrusion in the connector.
- Low pin retention in the external connector from excessive
connection and disconnection of the wiring connector
assembly.
- Pin corrosion from contamination.
- Broken/cracked connector assembly.

Points to remember when working with the transmission

wiring connector assembly:

- To remove the connector, squeeze the two tabs toward

each other and pull straight up (Refer to the illustration).
- Carefully limit twisting or wiggling the connector during
removal. Bent pins can occur.
- DO NOT pry the connector off with a screwdriver or
other tool.
- To reinstall the external wiring connector, first orient the
pins by lining up the arrows on each half of the connector.
Push the connector straight down into the transmission
without twisting or angling the mating parts.
- The connector should click into place with a positive feel
and/or noise.
- Whenever the transmission external wiring connector is
disconnected from the internal harness and the engine is
operating DTC(s) will set. Clear these DTC(s) after
reconnecting the external connector.
3 -9 4
D E -0 7 6
 TRANSMISSION FLUID TEMPERATURE (TFT)
SENSOR
Figure 10A-5
The TFT sensor is a thermistor (a device that
changes resistance according to changes in
temperature) used to indicate transmission fluid
temperature. High sensor resistance produces high
signal input voltage which corresponds to low fluid
temperature. Low sensor resistance produces low
signal input voltage which corresponds to high fluid
temperature. The PCM uses the TFT sensor signal
input to determine the following:
• TCC apply and release schedules.
• Hot mode determination.
• Shift quality.
The TFT sensor is part of the transmission range
fluid pressure switch assembly and is attached to the
control valve body within the transmission.

TRANSMISSION RANGE (TR) PRESSURE

SWITCH ASSEMBLY
Figure 10A-5
This device is a set of five pressure switches (two
normally closed and three normally open), that detect
fluid pressure within the valve body passages. The five
CAV ITY FUNCTIO N pressure switches are connected to three signal circuits
referred to as range signals A, B, C.
A 1-2 SHIFT SO LENO ID (LOW )

B 2-3 SHIFT SO LE N O ID (LOW ) Valid Combination Chart

C PRESSURE CO NTRO L SO LENO ID (HIGH)
Range Signal A B C
D PRESSURE CONTROL SO LENO ID (LOW)
Park OFF ON OFF
E BOTH SHIFT S O LE N O ID S ,T C C SOLENOIDS, Rev ON ON OFF
A N D 3-2 CO NTRO L SO LENO ID (HIGH) Neutral OFF ON OFF
D4 OFF ON ON
L T R A N S M IS S IO N FLUID TEM PERATURE
(HIGH) D3 OFF OFF ON
D2 OFF OFF OFF
M T R A N S M IS S IO N FLUID TEM PERATURE
(LOW ) D1 ON OFF OFF

N RAN GE S IG N A L " A " Illegal ON OFF ON

Illegal ON ON ON
P RANGE S IG N A L "C "
Expected Readings
R RANGE S IG N A L " B " "ON" = 0 volts / "OFF" = B+

S 3-2 CONTRO L SO LE N O ID (LOW )

The combination of pressure switch states
T TCC SO LENO ID CO NTRO L CIRCUIT determine the voltage signal (B+ or 0) on each range
signal to the PCM. These three range signals are then
U TCC PW M SO LE N O ID CONTRO L CIRCUIT
interpreted by the PCM to indicate the transmission
3 -9 4
range selected. The transmission range fluid pressure
D E -0 5 2 switch assembly contains the transmission fluid
temperature sensor and attached to the control valve
body within the transmission.
 ACCELERATOR PEDAL POSITION (APP)
MODULE
Figure 10A-7
The APP module contains three potentiometers (a
device for measuring an unknown voltage or potential
difference by comparison to a standard voltage). Each
of the APP sensors send a varying voltage to the PCM.
By monitoring the output voltage from the
Accelerator Pedal Position (APP) module, the PCM
can determine fuel delivery based on the accelerator
pedal position (driver demand).

Figure 10A-5 - Transmission Range (TR) Pressure

Switch Assembly

ENGINE COOLANT TEMPERATURE (ECT)

SENSOR
Figure 10A-6
The Engine Coolant Temperature (ECT) sensor is
a thermistor (a device that changes resistance
according to change in temperature) used to indicate
engine coolant temperature. High sensor resistance
produces signal input voltage which corresponds to
low engine temperature. Low sensor resistance
produces low signal input voltage which corresponds D E -2 0 0 D

to high engine coolant temperature. The PCM uses

the ECT sensor signal to determine the TCC apply Figure 10A-7 - Accelerator Pedal Position (APP) M odule
and release schedules. The ECT sensor is attached to
the engine assembly. TRANSFER CASE SELECT SWITCH ASSEMBLY
MECHANICAL SHIFT - This switch assembly is
used to indicate the position of the transfer case select
lever. When four wheel drive (4WD) low is selected a
ground path is provided, changing the 4WD low input
signal from B+ to 0 voltage at the PCM. The 4WD
low switch signal input is used to correct the
transmission output speed signal from the VSS buffer
module to the PCM, to compensate for the transfer
case gear reduction. This 4WD low switch is attached
1 HARNESS CONNECTOR
2 LOCKING TAB
to the transfer case.
3 SENSOR
3 -9 4
D E -0 5 3

Figure 10A-6 - Engine Coolant Tem perature (ECT)

Sensor
VEHICLE SPEED SENSOR (VSS)
Figure 10A-8 (2WD) and 10A-9 (4WD)
This device contains a permanent magnet
surrounded by a coil of wire producing a magnetic
field which is interrupted by rotor teeth pressed on
the output shaft. As the rotor interrupts the magnetic
field, an AC voltage is generated in the circuit. This
device is used to provide an output shaft speed signal
to the control module. The control module uses the
vehicle speed sensor signal input to:
• Calculate vehicle speed, trans output speed,
and TCC slip speed.
• Control shift quality.
The VSS is attached to the output shaft housing.
module also outputs a 2002 pulses per mile signal to
the control module to control various other functions.
The VSS buffer module is matched to the vehicle based
on transmission, final drive ratio and tire size. The
VSS buffer module is located on the right hand side
of instrument panel attached to the PCM bracket.
BRAKE SWITCH
This electrical switch is used to indicate brake
pedal status. This switch is normally closed when the
brake pedal is not applied. When the brake pedal is
applied the switch will open, changing the signal to
the PCM. The PCM uses this signal to de-energize
the TCC solenoid when brake pedal is applied. The
brake switch is located on the brake pedal mounting
bracket.

CHART

Gear 1-2 Shift 2-3 Shift

Solenoid Solenoid

1 ON ON

2 OFF ON

3 OFF OFF

4 ON OFF

OUTPUT INFORMATION
Based on input information, the PCM controls
various transmission output functions and devices
• 1-2 Shift Solenoid.
• 2-3 Shift Solenoid.
• 3-2 Control Solenoid.
• Pressure Control Solenoid (PCS).
• TCC Solenoid.
• TCC PWM Solenoid.

1-2 SHIFT SOLENOID

VEHICLE SPEED SIGNAL (VSS) BUFFER
MODULE
The vehicle speed signal buffer module (VSS
buffer module) is an electronic device. The VSS buffer
module processes inputs from the vehicle speed sensor
and outputs various signals. The VSS buffer module
outputs a 40 pulse per revolution (PPR) signal. This
40 PPR signal is used by the control module to
determine transmission output speed. The VSS buffer
Figure 10A-10
This electrical device is used to control fluid flow
acting on the 1-2 and 3-4 shift valves. The solenoid is
a normally open exhaust valve that is used with the
2-3 shift solenoid to allow four different shifting
combinations. The solenoid is attached to the control
valve body within the transmission.

Figure 10A-10 - 1-2 Shift Solenoid and
2-3 Shift Solenoid
2-3 SHIFT SOLENOID
Figure 10A-10
This electrical device is used to control fluid flow
acting on the 2-3 shift valves. The solenoid is a
normally open exhaust valve that is used with the 1-2
shift solenoid to allow four different shifting
combinations. The solenoid is attached to the control
valve body within the transmission.
3-2 CONTROL SOLENOID
Figure 10A-11
This electrical device is used to control fluid flow
acting on the 3-2 shift valve, which then controls the
2-4 band apply rate and 3-4 clutch release rate. It is a
pulse width modulated solenoid that operates on a
negative duty cycle. This solenoid controls the 3-2
downshift feel and is attached to the control valve body
within the transmission.
Figure 10A-11 - 3-2 Control Solenoid
PRESSURE CONTROL SOLENOID (PCS)
Figure 10A-12
This electrical device is used to control fluid line
pressure by controlling actuator feed limit fluid flow
acting on an internal spool valve and spring pressure.
The solenoid is a normally closed solenoid valve that
controls fluid pressure when operating on a duty cycle.
The solenoid is attached to the control valve body
within the transmission.
TORQUE CONVERTER CLUTCH (TCC)
SOLENOIDS
The 4L60-E transmission is equipped with two
Torque Converter Clutch (TCC) solenoids. One
solenoid is a normally open ON/OFF solenoid and the
other is a normally closed Pulse Width Modulated
(PWM) solenoid that operates on a negative duty cycle.
Torque Converter Clutch (TCC) Solenoid
Figure 10A-13
This electrical device is used to control fluid acting
on the TCC converter clutch valve, which then controls
TCC apply and release. This solenoid is attached to
the transmission case assembly extending into the
pump cover. This normally open ON/OFF TCC
solenoid is used in combination with the TCC control
solenoid to provide a complete TCC engagement when
necessary.
Figure 10A-13 - Torque Converter Clutch (TCC)
Solenoid
Torque Converter Clutch (TCC) PWM Solenoid
Figure 10A-14
This electrical device is used to control fluid acting
on the TCC converter clutch valve, which then controls
TCC apply and release. This solenoid is attached to
the control valve body within the transmission. The
TCC PW M solenoid is used to provide smooth
engagement of the torque converter clutch by operating
on a negative duty cycle percent of “ON” time.

D E -0 6 0

Figure 10A-14 - Torque Converter Clutch (TCC) PW M

Solenoid

1 W IR IN G HARNESS A S S E M B L Y 5 3-2 CONTROL SO LENO ID

2 PRESSURE CONTRO L SO LE N O ID
3 1-2 SHIFT SO LE N O ID
4 2-3 SHIFT SO LE N O ID
6 TORQUE CONVERTER CLUTCH SO LENOID
7 TORQUE CONVERTER CLUTCH (TCC) PW M SOLENO ID
8 T R AN SM ISS IO N RANGE (TR) PRESSURE SW ITCH A S S E M B LY
9 T R AN SM ISS IO N FLUID TEM PERATURE SENSOR
(PART OF TR PRESSURE SW ITCH A S S E M B LY )
3 -9 4
D E -0 6 2
 DIAGNOSIS
The PCM is equipped with a self diagnostic feature
that detects system failures and aids the technician in
locating a faulty circuit. The PCM has memory for
comparing the various input information to
programmed information. These conditions are
described on the facing page of each Diagnostic
Trouble Code (DTC) chart. If a value is not within the
PCM parameters, a DTC will set and default values
will be used.
The PCM will continually perform a self diagnosis
check. The PCM can be requested to display any stored
DTC(s) by using a scan tool or manually grounding
the diagnostic test terminal. When the diagnostic test
terminal of the Data Link Connector (DLC) is
grounded, the PCM will check the engine speed circuit
input, if the voltage is zero, the PCM will flash
DTC 12 and any other DTC(s) stored. If DTC 12 will
not flash, refer to CHART A-l or CHART A-2 in
SECTION 3 for further diagnostic information.
| 9 | Important
• Always refer to the “On-Board Diagnosis (OBD)
System Check” before proceeding to diagnose the
system.
PCM INTERMITTENT DIAGNOSTIC TROUBLE
CODES OR PERFORMANCE
The DTC charts in this section determine if there
is a fault within the circuit. The fault must be present
to locate the problem. If an intermittent condition
occurs, a DTC will be stored in history status, but the
circuit check will indicate a normal condition. Most
intermittent conditions are usually a faulty connection
or component. When diagnosing intermittents,
thoroughly check the suspected circuit for:
• Poor terminal tension.
• Poor seating of connector halves.
• Poor terminal to wire connection.
• Improperly formed or damaged terminals.
• Improperly installed electrical options.
• Faulty PCM power or ground connection.
• Intermittent short or open.
• Electrical system surges caused by a defective
relay, solenoid, or switch. Normally these
conditions will occur when the faulty
component is operated.

The scan tool will display all stored DTC(s) in CLEARING HISTORY DTC(s)
current or history status. A DTC 12 is not a fault All history DTC(s) can be cleared after all repairs
condition with the ignition “ON,” engine “OFF.” have been completed in the following ways:
When the manual grounding procedure is used, the 1. With a scan tool.
M IL will flash all DTC(s) stored in the PCM memory 2. By removing voltage from the PCM.
(current and history). The DTC charts assume the DTC 3. Fifty ignition cycles with fault removed.
is in current status. If the DTC is in history status, the
fault may be an intermittent. An “intermittent” DTC
is one which will not reset during the current ignition
cycle. The facing page of a DTC chart will contain
“DIAGNOSTIC AIDS” to help locate intermittent
conditions.
If a visual (physical) check does not locate the
cause of the fault, J 39200 DVM can be used to test
the suspected circuit. The J 39200 DVM can be used
to check for opens or shorts:
• SHORT TO VOLTAGE - Connect J 39200 to
a known good ground on the DC voltage scale.
• SHORT TO GROUND - Connect J 39200 to
a known good B+ on the DC voltage scale.
• OPEN CIRCUIT - Connect J 39200 to each
end of the circuit on the ohms scale with
voltage removed from the circuit.
 ON-BOARD DIAGNOSTIC (OBD) SYSTEM CHECK
(WITH TECH 1 SCAN TOOL)
Circuit Description:
The “On-Board Diagnostic (OBD) System Check” is an organized approach to identifying a problem created
by a control module system malfunction. It must be the starting point for any driveability complaint diagnosis.
this will direct the service technician to the next logical step in diagnosing the complaint. Understanding the
chart and using it properly will reduce diagnostic time and prevent the unnecessary replacement of good parts.

Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. When the ignition switch is cycled to “ON,” the MIL should turn “ON” briefly, then “OFF” briefly, then
remain “ON” steady. This sequence will determine that the vehicle diagnostics are operational.
2. This step will isolate if the customer complaint is a MIL or driveability problem.
3. Although the control module is powered up, a symptom could exist because of a system fault.
4. Use Tech 1 to aid diagnosis, therefore, serial data must be available. If a PROM (MEM-CAL) error is
present, the PCM may have been able to flash DTC 12/51, but not enable serial data.
5. Although the PCM is powered up, a “Cranks But Will Not Run” symptom could exist because of a PCM or
system problem.
6. This step will isolate if the customer complaint is a MIL or driveability problem with no MIL. Refer to
“Diagnostic Trouble Code Identification” in this section for a list of valid DTC(s). An invalid DTC may be
the result of a faulty scan tool, PROM or PCM.
7. Comparison of actual control system data with the Typical Tech 1 Data Values is a quick check to determine
if any parameter is not within limits. A base engine problem (i.e., advanced cam timing may substantially
alter sensor values).
NOTICE: The PCM utilizes a 24 pin “Pink” connector, a 32 pin “Pink” connector and a 32 pin “Blue”
connector. The 24 pin “Pink” connector is labeled “A” and “B”, the 32 pin “Pink” connector is labeled “C”
and “D ” and the 32 pin “Blue” connector is labeled “C and “D ”. When referencing PCM connector pinouts,
the “Blue” PCM connector will be referred to as the “E” and “F” connector.
 ON-BOARD DIAGNOSTIC (OBD)
SYSTEM CHECK
(WITH TECH 1 SCAN TOOL)

• IGNITION "ON," ENGINE "OFF."

* NOTE MIL (SERVICE ENGINE SOON).

IEI STEADY LIGHT

~r
NO LIGHT FLASHING LIGHT
~l------- ~ --
WITH TECH 1 SCAN TOOL |^REFER TO CHART A -1 ^ * CHECK FOR
IKI PERFORM ON-BOARD GROUNDED
DIAGNOSTIC SYSTEM CHECK DIAGNOSTIC TEST
OR CKT 451.
JUMPER DATA LINK
CONNECTOR TERMINAL "B"
TO "A."
DOES MIL FLASH?

1
YES | NO
m
DOES TECH 1 DISPLAY SCAN DATA? [^REFER TO CHART A-2^J *

YES NO
m
DOES ENGINE START? |^REFER TO CHART A-2^J

YES NO
I
ARE ANY DTC(s) DISPLAYED? jjREFER TO CHART A-3^J
13
n _
YES NO
□z m

©
• REFER TO APPLICABLE DTC CHART. REFER TO "TYPICAL TECH 1 DATA
START WITH LOWEST DTC. VALUES" AND COMPARE SCAN DATA.

IF PCM IS FAULTY AND MUST BE REPLACED, "TDC OFFSET" MUST BE PROGRAMMED INTO THE NEW PCM.
REFER TO "ON-VEHICLE SERVICE" IN THIS SECTION.

* IN SECTION 3
 If after completing the On-Board Diagnostic (OBD) system check and finding the TECH 1 Scan Tool
diagnostics functioning properly and no DTC(s) displayed, the “Transmission TECH 1 Scan Tool Values” may
be used for comparison with values obtained on the vehicle being diagnosed. The “Transmission TECH 1 Scan
Tool Values” are an average of display values recorded from normally operating vehicles and are intended to
represent what a normally functioning system would display.
A SCAN TOOL THAT DISPLAYS FAULTY DATA SHOULD NOT BE USED, AND THE
PROBLEM SHOULD BE REPORTED TO THE MANUFACTURER. THE USE OF A
FAULTY SCAN TOOL CAN RESULT IN MISDIAGNOSIS AND UNNECESSARY PARTS
REPLACEMENT.
Only the parameters listed below are used in this manual for diagnosing. If a scan tool displays other
parameters, the values are not recommended by General Motors for use in diagnosing. For further description
on the values and use of the TECH 1 Scan Tool to diagnose PCM inputs, refer to “General Description.” If all
values are within the range illustrated, refer to SECTION 7A14A (4L60-E) or 7A17A (4L80-E) “Functional
Test Procedure.”
TRANSMISSION TECH 1 SCAN TOOL DATA
Idle / Lower Radiator Hose Hot / Closed Throttle / Park or Neutral / Closed Loop / Accessories Off
SCAN Position Units Displaved Tvpical Data Value Refer to Section
Engine Speed RPM ±50 RPM from Desired 3
Trans Output Speed RPM ORPM 10A/10B
Eng Cool Temp C7F° 85°C - 105°C (185°F - 221°F) 3
Trans Fluid Temp C7F° 82°C - 94°C (180°F -200°F) 10A/10B
** Throt Position Volts 0.3 -0.9V 3
Throttle Angle Percentage 0% 3
Accel Ped Pos 1 Volts 0.35 - 0.95V 3
Accel Ped Pos 2 Volts 4 .0 -4.5V 3
Accel Ped Pos 3 Volts 3.6 -4.0V 3
# A/B/C RNG Off/On Off/On/Off 10A
* A/B/C RNG Off/On On/Off/On 10B
Trans Range Sw Invalid, Rev,
Drive 4, 3, 2, Low,
Park/Neut Park/Neut 10A/10B
Commanded Gear 1-4 1 10A/10B
** Current Gear 1-4 1 10B
# Adaptable Shift No, Yes No 10A
1-2 Sol, 2-3 Sol Off/On On/On 10A/10B
CTR FDBK 1/2 2/3 Off/On On/On 10A/10B
* Trans Input Speed RPM ± 50 RPM of Engine Speed 10B
# 3-2 Control Sol Percentage 0% 10A
#3-2 Control FDBK Off/On Off 10A
Hot Mode No, Yes No 10A/10B
TCC PW M Solenoid Percentage 0% 10A/10B
TCC Slip Speed RPM ± 50 RPM from Engine Speed 10A/10B
# TCC Solenoid Off/On Off 10A
CTR FDBK TCC Sol Off/On Off 10A/10B
Desired PCS Amps 1.01 Amps 10A/10B
Actual PCS Amps 1.01 Amps 10A/10B
PCS Duty Cycle Percentage 40% - 60% 10A/10B
MPH Km/h 0-255 0 10A/10B
4W D Low Switch No, Yes No 10A/10B
Cruise Engaged No, Yes No 9B
TCC Brake Switch Open/Closed Closed 10A/10B
Kickdown Enabled No, Yes No 10A/10B
* Trans Gear Ratio Ratio 0.00 10B
* Turbine Speed RPM ± 50 RPM of Engine Speed 10B
1-2 Shift Time Seconds 0 10A/10B
2-3 Shift Time Seconds 0 10A/10B
# 1-2 Shift Time Error Seconds 0 10A
# Curr Adapt Cell % TP Not Used 10A
Trans Calib ID 0-65535 Internal ID 10A/10B
System Voltage Volts 12.0- 14.5V 10A/10B
# 4L60-E * 4L80-E ** TCM Only
 TRANSMISSION TECH 1 SCAN TOOL DATA DEFINITIONS
ENGINE SPEED - Scan tool displays 0 RPM to
8191 RPM. -This parameter indicates the rotational
speed of the engine expressed as revolutions per
minute.
TRANS OUTPUT SPEED - Scan tool displays
0 RPM to 8191 RPM. -This parameter indicates the
rotational speed of the transmission output shaft
expressed as revolutions per minute.
ENGINE (ENG) COOLANT (COOL)
TEMPERATURE (TEMP) - Scan tool displays a
range of -40°C to 151 °C and -40°F to 304°F. -
This parameter is the input signal of the engine coolant
temperature sensor. Engine coolant temperature is high
(151°C) when signal voltage is low (0 volt), and engine
coolant temperature is low (-40°C) when signal voltage
is high (5 volts).
TRANS FLUID TEMP - Scan tool displays a
range of -40°C to 151°C and -40°F to 304°F. -
This parameter is the input signal of the transmission
fluid temperature sensor. Transmission fluid
temperature is high (151°C) when signal voltage is
low (0 volt), and transmission fluid temperature is low
(-40°C) when signal voltage is high (5 volts).
THROTTLE (THROT) POSITION - Scan tool
displays a range of 0.00 volt to 5.10 volts. -
This parameter indicates the signal input of the throttle
position sensor circuit. Low voltage (approximately
.3V to 1.3V) indicates closed throttle, high voltage
(approximately greater than 4.5V) indicates wide open
throttle.
THROTTLE ANGLE - Scan tool displays a range
of 0% to 100%. -This parameter indicates the signal
input of the throttle position sensor circuit. 0% throttle
angle (low voltage) indicates closed throttle, 100%
throttle angle (high voltage) indicates wide open
throttle.
A/B/C RANGE (RNG) - Scan tool displays
"ON"/"OFF," "ON"/"OFF/" "ON"/"OFF" -
These parameters are the three inputs from the
transmission range pressure switch assembly. “ON”
represents a B+ voltage signal, “OFF” represents a 0
voltage signal.
TRANS RANGE SWITCH (SW) - Scan tool
displays a range of invalid, Park/Neutral,
Reverse, Drive 4, Drive 3, Drive 2, and Low. -
This parameter is the decoded status of the three A/B/
C range inputs from the transmission range pressure
switch assembly and represents the position of the
transmission manual valve.
COMMANDED GEAR - Scan tool displays a
range of 1,2,3, or 4. -This parameter is the decoded
commanded state of the 1-2 and 2-3 shift solenoids.
Gear 1 = “ON,” “ON ” Gear 2 = “OFF,” “ON.” Gear =
“OFF,” “OFF.” Gear 4 = “ON, “OFF.”
ADAPTABLE SHIFT - This value indicates if the
current shift will update the 1-2 adapt tables. The adapt
tables are used to modify line pressure. The following
items cause a shift not to be adaptable:
• Braking pressure (manual gear ranges).
• Long shift delay (shift delay is the time the
solenoid changes state until the shift starts).
• Long shift time.
• Throttle range.
• Significant throttle angle change.
• Hot mode.
• Transmission fluid temperature range.
• Manual gear ranges (D1, D2).
• If shift starts too soon after the solenoid state
change.
• Diagnostic failures - 21, 22, 24, 28, 53, 58, 59,
72, 73,75, 79, 81, or 82.
• Time since last shift.
• Time since the last range change.
• Significant vehicle speed change.
1-2 SOLENOID (SOL) / 2-3 SOLENOID (SOL) -
Scan tool displays "ON"/"O FF." - These
parameters are the commanded status of the 1-2 and
2-3 shift solenoids. “ON” represents a commanded
energized state (current flowing through solenoid).
“OFF” represents a commanded non-energized state
(current not flowing through solenoid).
CONTROL (CTR) FEEDBACK (FDBK) 1/2 2/3 -
Scan tool displays "ON"/"OFF." - These
parameters are the actual states of the 1-2 and 2-3 shift
solenoid driver control circuits. “ON” represents a
driver control signal at 0 voltage. “OFF” represents a
driver control signal at B+ voltage.
3-2 CONTROL SOLENOID (SOL) - Scan tool
displays a range of 0% to 100%. -This parameter
is the commanded percentage of “ON” time of the 3-2
control solenoid. 0% represents a completely “OFF”
(non-energized) commanded state. 100% represents an
“ON” (energized) commanded state.
3-2 CONTROL (CTR) FEEDBACK (FDBK) - Scan
tool displays "ON"/"OFF." -This parameter is the
actual state of the 3-2 control solenoid driver control
circuit. “ON” represents a driver control signal at 0
voltage. “OFF” represents a driver control signal at
B+ voltage. The 3-2 control solenoid feedback will
normally vary “ON”/“OFF” under normal operating
conditions.
HOT MODE - The scan tool will display this value
either “ON” or “OFF.” When displayed “ON,” the
transmission fluid temperature has become greater than
135°C and the following actions will occur:
1. The TCC will engage in fourth gear, except when
the brakes are applied, low TP signal, or a DTC
is stored.
2. When the fluid temperature obtains 150°C but,
less than 154°C for 15 minutes, DTC 79 will set.
When DTC 79 is set, TCC application will still
occur in the same criteria as when hot mode
started.
3. When fluid temperature increases from 150°C for
1 second, in a time period less than 15 minutes,
DTC 79 will not set. DTC 58 will set when
transmission fluid temperature is greater than
154°C for 1 second.
4. When DTC 58 is set and in hot mode, the vehicle
will retain hot mode criteria until the next ignition
cycle.
5. If fluid temperature cools from 135°C down to
less than 125°C, hot mode criteria w ill
discontinue.
TCC SLIP SPEED - Scan tool displays a range
of -4096 RPM to +4095 RPM. -This parameter is
the difference between transmission input speed and
engine speed. A negative value indicates engine speed
is less than input speed (deceleration). A positive value
indicates engine speed is greater than input speed
(acceleration). A value of zero indicates input speed is
equal to engine speed (TCC applied).
TCC SOLENOID - Scan tool displays "ON"/
"OFF." - This parameter is the commanded state of
the TCC solenoid. “ON” indicates a commanded
energized state (current flowing through the solenoid).
“OFF” indicates a commanded non-energized state
(current not flowing through the solenoid).
TCC PWM SOLENOID - Scan tool displays a
range of 0% to 100%. - This parameter is the
commanded percentage of “ON” time of the TCC
solenoid. 100% represents an “ON ” (energized)
commanded state. 0% represents (non-energized)
commanded state.
CONTROL (CTR) FEEDBACK (FDBK) TCC SOL
- Scan tool displays "ON/"OFF." -This parameter
is the actual state of the TCC solenoid driver control
circuit. “ON” indicates a driver control signal at
0 voltage. “OFF” indicates a driver control signal at
B+ voltage.
DESIRED PRESSURE CONTROL SOLENOID
(PCS) - Scan tool displays a range of 0.00 amp
to 1.10 amps. - This parameter is the commanded
current of the pressure control solenoid circuit. 0.00
amp (no current flow) indicates commanded higher
line pressure. 1.10 amps (high current flow) indicates
commanded lower line pressure.
ACTUAL PRESSURE CONTROL SOLENOID
(PCS) - Scan tool displays a range of 0.00 amp
to 1.10 amps. -This parameter is the actual current
of the pressure control solenoid circuit at the control
module. 0.00 amp (no current flow) indicates actual
high line pressure.
PRESSURE CONTROL SOLENOID (PCS) DUTY
CYCLE - Scan tool displays a range of 0% to
100%. - This parameter is the commanded state of
the pressure control solenoid expressed as a percent
of energized on time. 0% indicates zero on time (non­
energized) or no current flow. 100% indicates
maximum on time (energized) or high current flow.
Normal operations range is 0%-60%.
MPH Km/h - Scan tool displays a range of
0 mph to 255 mph. - This parameter is the input
signal from the vehicle speed sensor.
FOUR WHEEL DRIVE (4WD) LOW SWITCH -
Scan tool displays NO/YES. -This parameter is
the signal state of the four wheel drive low circuit. NO
indicates a B+ voltage signal (4WD low not requested),
YES indicates a 0 voltage signal (4WD low requested).
CRUISE ENGAGED - Scan tool displays NO/
YES. -This parameter is the signal state of the cruise
control “ON”/“OFF” switch. NO indicates a 0 voltage
signal (cruise control not requested). YES indicates a
B+ voltage (cruise control requested).
TCC BRAKE SWITCH - Scan tool displays
OPEN/CLOSED. -This parameter indicates the state
of the TCC brake switch circuit input. Open indicates
a 0 voltage input (brake switch open, brake pedal
applied). Closed indicates a B+ voltage input (brake
switch closed, brake pedal released).
KICKDOWN ENABLED - (Above approximately
75% TPS) - Scan tool displays NO/YES. -This
parameter indicates whether enabling conditions exist
for an acceleration mode downshift. NO indicates
enabling conditions (throttle position, vehicle speed,
input speed, etc.) do not exist for an acceleration mode
downshift. YES indicates enabling conditions exist for
an acceleration mode downshift.
1-2 SHIFT TIME - Scan Tool displays a range
of 0.00 seconds to 6.38 seconds. -This parameter
is the actual time of the last 1-2 shift. These are accurate
unless adaptable indicates YES.
2-3 SHIFT TIME - Scan tool displays a range
of 0.00 seconds to 6.38 seconds. -This parameter
is the actual time of the last 2-3 shift. Please refer to
road test procedure in section 7A 14A to achieve
accurate 2-3 shift time. 2-3 shift time is normally
between 0.3 sec and 1.35 sec.
1-2 SHIFT ERROR - Scan tool displays a range
of 0.00 seconds to 6.38 seconds. -This parameter
is the difference between the desired 1-2 shift time
and the actual 1-2 shift time.
CURRENT (CURR) ADAPT CELL - Scan tool
displays a range of NOT USED, 25% TP CELL,
40% TP CELL and 70% TP CELL. -This parameter
indicates the current throttle position cell used for fluid
line pressure modification (adaptation). N/A represents
0% to 25% throttle angle. 25% TP CELL represents
25% to 39% throttle cell. 40% TP CELL represents
40% to 70% throttle angle. 70% TP CELL represents
70% to 100% throttle angle.
TRANS CALIBRATION (CALIB) ID - Scan tool
displays a range of 0000 to 9999. -This parameter
is the four digit identification of the transmission
software calibration.
SYSTEM VOLTAGE - Scan tool displays 0.00
volt to 25.5 volts. - This parameter is the battery
ignition voltage input to the control module.
 4L60-E TRANSMISSION FLUID CHECKING PROCEDURE
1. Warm the transmission to operating temperature by driving the vehicle about 15 miles (24 km). Operating temperature is
180-200°F (82-94°C).
2. Park vehicle on a level surface, place shift lever in “P” park and apply the parking brake.
3. Check fluid level on the dipstick (read the lower level).
4. If fluid level is low, DEXRON®-III Automatic Transmissions Fluid is preferred, if unavailable DEXRON®-IIE is
acceptable, add only enough to bring the fluid level into the hot area.
* It is important to check fluid level when the transmission has reached operating temperature. The hot range is calibrated
to correspond to the correct fluid level range for fluid between 180 and 200°F (82-94°C).

HOT CHECK RANGE (180-200°F, 82-94°C)

RH0008-4L60-E-R1

Fluid Checking Procedure

 DIAGNOSTIC TROUBLE CODE (DTC) IDENTIFICATION
The M IL (Malfunction Indicator Lamp) will be “ON” if an emission malfunction exists. If the
malfunction clears, the lamp will go “OFF” and the DTC will be stored in the PCM. Any DTC(s) stored
will be cleared if no problem recurs within 50 engine starts.

V Important
All DTC(s) with the sign * are transmission related DTC(s) and have descriptions, diagnostic charts
are in SECTION 10A. Remember, alwavs start with the lowest numerical endne DTC first. When diasnosins
some engine DTC(s), other transmission symptoms can occur.

DTC NUMBER AND CCOT1AM DTC NUMBER AND c cr- nnM

NAME SECTION NAME b tU M U N

DTC 13 -Engine Shutoff Solenoid 3 * DTC 28 -Trans Range Pressure 10A

Circuit Fault Switch Circuit
DTC 14 -Engine Coolant 3 DTC 29 - Glow Plug Relay Fault 3
Temperature (ECT) Sensor
Circuit Low (High DTC 31 -EGR Control 3
Temperature Indicated) Pressure/Baro Sensor Circuit Low
(High Vacuum)
DTC 15 -Engine Coolant 3
Temperature (ETC) Sensor DTC 32 -EGR Circuit Error 3
Circuit High (Low DTC 33 -EGR Control 3
Temperature Indicated) Pressure/Baro Sensor Circuit High
DTC 16 -Vehicle Speed Sensor 3 DTC 34 -Injection Timing 3
Buffer Fault Stepper Motor Fault
DTC 17 -High Resolution Circuit 3 DTC 35 -Injection Pulse Width 3
Fault Error (Response Time Short)
DTC 18 -Pump Cam Reference 3 DTC 36 -Injection Pulse Width 3
Pulse Error Error (Response Time Long)
DTC 19 - Crankshaft Position 3 * DTC 37 -TCC Brake Switch 10A
Reference Error Stuck “ON”
DTC 21 -Accelerator Pedal 3 * DTC 38 -TCC Brake Switch Stuck 10A
Position 1 Circuit High Stuck “OFF”
DTC 22 -Accelerator Pedal 3 DTC 41 -Brake Switch Circuit 3
Position 1 Circuit Low Fault
DTC 23 -Accelerator Pedal 3 DTC 42 -Fuel Temperature Circuit 3
Position 1 Circuit Range Fault Low (High Temp Indicated)
* DTC 24 -Vehicle Speed Sensor 10A DTC 43 -Fuel Temperature Circuit 3
Circuit Low (Output Speed Signal) High (Low Temp Indicated)
DTC 25 -Accelerator Pedal 3 DTC 44 -EGR Pulse Width Error 3
Position 2 Circuit High
DTC 45 -EGR Vent Error 3
DTC 26 -Accelerator Pedal 3
Position 2 Circuit Low DTC 46 -Malfunction Indicator 3
Lamp Circuit Fault
DTC 27 -Accelerator Pedal 3
Position 2 Circuit Range Fault 5 -9 4
D E -0 6 5 C / K D
 DIAGNOSTIC TROUBLE CODE (DTC) IDENTIFICATION
The M IL (Malfunction Indicator Lamp) will be “ON” if an emission malfunction exists. If the
malfunction clears, the lamp will go “OFF” and the DTC will be stored in the PCM. Any DTC(s) stored
will be cleared if no problem recurs within 50 engine starts.

Important
All DTC(s) with the sign * are transmission related DTC(s) and have descriptions, diagnostic charts
are in SECTION 10A. Remember, always start with the lowest numerical engine DTC first. When diagnosing
some engine DTC(s), other transmission symptoms can occur.

DTC NUM BER AND DTC NUMBER AND

SECTION SECTION
NAME NAME
DTC 47 - Intake Air Temperature 3 * DTC 72 - Vehicle Speed Sensor 10A
Sensor Circuit Low (High Temp Circuit Loss (Output Speed Signal)
Indicated)
* DTC 73 -Pressure Control Solenoid 10A
DTC 48 - Intake Air Temperature 3 Circuit
Sensor Circuit High (Low Temp
* DTC 75 - System Voltage Low 10A
Indicated)
DTC 49 -Service Throttle Soon 3 DTC 76 -Resume/Accel Switch 3
Lamp Circuit Fault rault

DTC 51 - PROM Error 3 * DTC 79 -Trans Fluid Overtemp 10A

* DTC 52 - System Voltage High 10A * DTC 81 - 2-3 Shift Solenoid Circuit 10A
Long * DTC 82 - 1-2 Shift Solenoid Circuit 10A
* DTC 53 - System Voltage High 10A DTC 88 -TDC Offset Error 3
DTC 56 -Injection Pump 3 DTC 91 -Cvlinder Balance Fault 3
Calibration Resistor Error #1 Cyl
* DTC 57 - PCM 5 Volt Shorted 3 DTC 92 -Cylinder Balance Fault 3
* DTC 58 -Trans Fluid Temp 10A #2 Cyl
Circuit Low DTC 93 -Cylinder Balance Fault 3
* DTC 59 -Trans Fluid Temp 10A #3 Cyl
Circuit High DTC 94 -Cylinder Balance Fault 3
DTC 63 -Accelerator Pedal 3 #4 Cyl
Position 3 Circuit High DTC 95 - Cylinder Balance Fault 3
DTC 64 -Accelerator Pedal 3 #5 Cyl
Position 3 Circuit Low DTC 96 -Cylinder Balance Fault 3
DTC 65 -Accelerator Pedal 3 #6 Cyl
Position 3 Circuit Range Fault DTC 97 -Cylinder Balance Fault 3
* DTC 66 - 3-2 Control Solenoid 10A #7 Cyl
Circuit DTC 98 - Cylinder Balance Fault 3
* DTC 67 - TCC Solenoid Circuit 10A #8 Cyl

* DTC 69 - TCC Stuck “ON” 10A DTC 99 -Accelerator Pedal 3

Position 2 (5 Bolt Reference
DTC 71 - Set/Coast Switch Fault 3 Fault) “7 C\A

D E -0 6 6 C / K D
 PCM
TCC PW M
TOR QU E SO LENO ID
CONVERTER CONTROL
CLUTCH
(TCC) PW M
SO LE N O ID

BACK VIE W
OF
TCC CONNECTOR
SO LENO ID
TOR QU E
CONTROL
CONVERTER
CLUTCH
(TCC)
SO LE N O ID
" C D :::

3-2
SO LENO ID □□
3-2
CONTROL □□
C O N TRO L □□
SO LE N O ID □□
□□

zzJJUzzz
zzjjnzzz

1-2 SHIFT
SO LENO ID
CO NTRO L 32 PIN A-B
CONNECTOR
(RED)

BACK VIEW
2-3 SHIFT OF
SO LENO ID CONNECTOR
CO NTRO L
A
PCS "LO W "
ZZJJO ZZZ
ZZZOOZZZ
■JDCL
PCS "HIG H' □□
□□
□□
□□
□□

RANGE
== =□□: = :
S IG N A L "A" === □ □ z z z
zzJJOzzz
RANGE zzmnzzz
S IG N A L "B"

RANGE 32 PIN A-B

S IG N A L "C" CONNECTOR
(BLUE)

TFT S IG N A L

SENSOR
GROUND

T R A N S M IS S IO N RANGE (TR)
PRESSURE SW ITCH A S S E M B LY
FW D LO W RANGE
FWD TRANSFER
S IG N A L
CASE
5 -9 4
* REFER TO PCM W IR IN G (SECTION 3)
D E -0 6 7 C / K D
 4WD LOW SWITCH CHECK
(WITH MECHANICAL SHIFT)
Circuit Description:
The 4WD low circuit consists of a 4WD indicator assembly, a selector switch assembly, front axle switch
and wiring. When the operator moves the transfer case select lever to 4WD low, the selector switch completes
CKT 39 to CKT 150. When the circuit is complete the 4WD low indicator lamp will illuminate, CKT 1694 to
the PCM will change from B+ to zero. The front axle switch will close and complete CKT 1695 to CKT 150.
The front axle switch will modify antilock brakes and illuminate the front axle lamp. The front axle switch does
not effect CKT 1694 signal input to the PCM because the switch is also closed in the 4WD high position. The
4WD low switch signal is used to correct the transmission output speed signal from the Vehicle Speed Signal
(VSS) Buffer Module to the PCM to compensate for transfer case gear reduction.

Action Taken (PCM will default to): No DTC(s) will be set, however, if CKT 1694 is shorted to B+, the
transmission will have late or no upshifts in 4WD low. If CKT 1694 is shorted to ground or open, the transmis­
sion will have an early shift pattern.

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic charts.
1. This test checks for mechanical adjustment and ignition feed.
2. This test checks the integrity of the 4WD low circuit.
3. This test checks the selector switch.

Diagnostic Aids:
For further information, refer to SECTION 7D of the appropriate service manual. For further information
on the 4WD indicator refer to SECTION 8B of the appropriate service manual.
 4WD LOW SWITCH CHECK
(WITH MECHANICAL SHIFT)

THIS CHART ASSUMES THAT THE

TRANSFER CASE LINKAGE
ADJUSTMENT PROCEDURE HAS
BEEN PERFORMED (SECTION 7D).

YES

IGNITION "OFF."
INSTALL SCAN TOOL.
IGNITION "ON," ENGINE "OFF."
SELECT 4WD "HI" THEN SELECT 4WD "LO."
DOES "4WD LOW SWITCH" ON SCAN TOOL DISPLAY
"NO" IN 4WD "HI" AND "YES" IN 4WD "LO"?

NO YES

IGNITION "OFF." PROBLEM MAY BE INTERMITTENT

DISCONNECT THE 4WD INDICATOR LAMP ASSEMBLY REFER TO "DIAGNOSTIC AIDS."
(ORANGE) CONNECTOR.
IGNITION "ON," ENGINE "OFF" WITH A TEST LIGHT
TO GROUND, PROBE THE 4WD LOW SIGNAL CIRCUIT
TO THE PCM.
DOES "4WD LOW SWITCH" ON SCAN TOOL DISPLAY
"YES" WHEN PROBED AND "NO" WHEN REMOVED?

YES NO
nz
IGNITION "OFF." REPAIR THE 4WD LO SWITCH
WITH BOTH CONNECTORS DISCONNECTED FROM SIGNAL CIRCUIT TO THE PCM.
THE 4WD INDICATOR CIRCUIT BOARD, CHECK FOR
AN OPEN OR SHORT IN THE 4WD LOW CIRCUIT ON
THE CIRCUIT BOARD.
IF OK, REPLACE SELECTOR QUADRANT SWITCH.
 PCM
1224 PNK- E8 - # - A / V \ A - B+
REV N.O. LRANG E
SIG NAL
N A L "A"
LO N.O. -1225 DK BLU — E9 - • - A / v V — B+
D3 N.C. L RANGE
N A L "B"
SIG NAL
1226 R E D — E10 B+
D2 N.C. D4 N.O. LR AN G E
.TR A N S M IS S IO N
S IG N A L "C"
SIGNAL
CONNECTOR
1227 YEL/BLK C9 ♦AAV- 5V
L t Q ir ; N A L
f t SIG
TFT
T R A N S M IS S IO N FLUID
TEM PERATU RE (TFT) — VXv*'— rj M 452 BLK ■ D6
SENSOR (IN TE R N AL) SENSOR
I — ■ G RO UN D
MAP
T R A N S M IS S IO N RANGE (TR) SENSOR 5 -9 4
PRESSURE SW ITCH A S S E M B LY D E -0 7 2 D

TRANSMISSION RANGE (TR)

PRESSURE SWITCH ASSEMBLY CIRCUIT CHECK
Circuit Description:
The Transmission Range (TR) switch assembly consists of five pressure switches (two normally closed and
three normally open), and a TFT sensor combined into one unit and mounted on the valve body. The PCM
supplies battery voltage to each range signal. By grounding one or more of these circuits through various
combinations of the pressure switches, the PCM detects what manual valve position has been selected by the
vehicle operator. With ignition “ON” and engine “OFF,” P/N will be indicated. When transmission electrical
connector is disconnected, the ground potential for the three range signals to the PCM will be removed, and with
ignition “ON,” D2 will be indicated.

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic charts.
1. This test checks the indicated range signal to the manual valve position actually selected.
2. This test checks for correct voltage from the PCM to the transmission external connector.
3. This test checks for a short to ground from the PCM to the transmission external connector in any one of the
three circuits.

Diagnostic Aids:
Refer to accompanying chart for various A/B/C range
Range Signal A B C
combinations. Check all wiring connectors for proper terminal
tension. For current DTC 28, range signal will default to “D4” while Park OFF ON OFF
A/B/C range values continue to read actual “TR Pressure Switch Rev ON ON OFF
Output” for each range selection. Neutral OFF ON OFF
Refer to “TR Pressure Switch Assembly Resistance Check” or D4 OFF ON ON
D3 OFF OFF ON
“Functional Test Procedure” in SECTION 7A14A of the appropriate
D2 OFF OFF OFF
service manual for further information.
D1 ON OFF OFF
Illegal ON OFF ON
Illegal ON ON ON
Expected Readings

"ON" = 0 volts / "OFF" = B+

 TRANSMISSION RANGE (TR)
PRESSURE SWITCH ASSEMBLY
CIRCUIT CHECK

THIS CHART ASSUMES THAT:

THE TRANSMISSION LINKAGE FROM THE SELECT LEVER TO
THE MANUAL VALVE IS ADJUSTED PROPERLY.
OBD SYSTEM CHECK HAS BEEN PERFORMED.
FLUID CHECKING PROCEDURE HAS BEEN PERFORMED
ALL DTC(s) HAVE BEEN RECORDED AND THEN CLEARED.
SCAN TOOL STILL INSTALLED.
I
ENGINE IDLING AT NORMAL OPERATING TEMPERATURE.
PARKING BRAKE APPLIED AND WHEELS BLOCKED.
APPLY BRAKE PEDAL AND SELECT EACH TRANSMISSION RANGE D1, D2, D3, D4, N, R, P.
DOES EACH SELECTED TRANSMISSION RANGE MATCH THE TECH 1 SCAN TOOL
"TRANS RANGE SW" DISPLAY?

HZ
NO YES
□c
IGNITION "OFF." NO TROUBLE FOUND.
DISCONNECT TRANSMISSION WIRING CONNECTOR REFER TO DIAGNOSTIC AIDS.
ASM.
INSTALL J 39775 - JUMPER HARNESS/PROBE KIT ON
THE EXTERNAL WIRING CONNECTOR.
IGNITION "ON," ENGINE "OFF."
WITH J 39200 TO GROUND, CHECK VOLTAGE AT
VEHICLE HARNESS CONNECTOR TERMINALS "N," "R'‘
AND "P."
DOES J 39200 DISPLAY B+ AT ALL THREE CIRCUITS?

NO YES
=n I
IGNITION "OFF." VERIFY THAT CKT(s) 1224,1225, OR
DISCONNECT PCM CONNECTOR. IKI 1226 ARE NOT SHORTED TOGETHER.
WITH J 39200 TO GROUND, CHECK RESISTANCE AT IF OK, REFER TO "FLUID PRESSURE
VEHICLE HARNESS CONNECTOR TERMINALS "N," "R" SWITCH ASSEMBLY RESISTANCE
AND "P." CHECK" SECTION 7A14A (4L60-E) OF
THE APPROPRIATE SERVICE MANUAL.
DOES J 39200 DISPLAY HIGH RESISTANCE
(GREATER THAN 50k OHMS) ON ALL THREE CIRCUITS?

NO YES

CHECK LOW RESISTANCE CIRCUIT 1224,1225, OR 1226 IGNITION "ON," ENGINE "OFF."
FOR SHORT TO GROUND. REPAIR PINCHED OR WITH J 39200 TO GROUND, CHECK
CHAFFED WIRES PER WIRING HARNESS REPAIR VOLTAGE AT CONTROL MODULE
PROCEDURES IN SECTION 3. TERMINALS E8 , E9, AND E10. IF
J 39200 DOES NOT DISPLAY B+ AT
ALL THREE CIRCUITS, REPLACE
CONTROL MODULE.
 VSS S IG N A L BUFFER M O DULE

2000 VSS IN PU T C7 822 LT G RN/BLK — A VEHICLE

PULSES SPEED SENSOR
PER C12 821 PPL/W HT — B (VSS)
VSS IN PU T
MILE
IG N ITIO N IG NITIO N
C9 — *
VSS
FEED SW ITCH PCM
BUFFER
C10
M O DULE
T R A N S O U TP U T
C13 — 437 BRN C15 1I—- m
A W - 5V
SPEED O Uit
TPp iUiT SPEED
40
S IG N A L
PULSES
PER REV
VSS O U TPU T C11 — * F8 1—v w — 5V

V SS BUFFER TO L VEHICLI
VEHICLE SPEED
HAR NESS VSS O U TPU T C15 1— 824 LT B LU /B LK— SIG N A L
SIGNAL
SPEEDO
CO NNECTOR
(FRO NT VIEW ) GROUND C8
TO 4W D < - * H E2 1—V W —12V
* 1 ENGINE
INDICATOR L m
4Wd ir W
D LO
SW ITCH SIG N A L
* REFER TO PCM W IR IN G D IA G R A M S IN THE BACK OF “ G RO UNDS 5 -9 4
THIS SECTION FOR CIRCUIT N U M B E R S A N D COLORS. D E -0 7 4 C / K D

DTC 24
VEHICLE SPEED SENSOR (VSS) CIRCUIT LOW
(TRANS OUTPUT SPEED SIGNAL)

Circuit Description:
The speed sensor circuit consists of a magnetic induction type sensor, a Vehicle Speed Sensor buffer module,
4WD low switch (when needed), and wiring. Gear teeth pressed onto the output shaft induces an alternating
voltage into the sensor. This signal is transmitted to the VSS buffer module. The VSS buffer module compensates
for various final drive ratios. The VSS buffer module will also convert the AC VSS signal into a 40 Pulse Per
Revolution (PPR) DC signal on CKT 437 to indicate transmission output speed. On 4WD vehicles, the 4WD
low signal will also be used for adjustment of the 40 PPR signal to the PCM.

DTC 24 Will Set When:

• Not in P/N. • MAP is less than 100 kPa.
• CKT 437 voltage is constant. • TP is between 10% and 100%.
• Engine speed is greater than 3000 RPM. • All conditions met for 3 seconds.
• Output speed is less than 250 RPM. • No DTC(s) 21, 22, 28, 33, or 34.

Action Taken (PCM will default to): Second gear only at maximum line pressure.

DTC 24 Will Clear W hen: The ignition is cycled “OFF” then “ON.”

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks for voltage to the VSS buffer module.
2. This test checks the ground circuit to the VSS buffer module.
3. This test checks the Vehicle Speed Sensor (VSS) circuit at the VSS buffer module.
4. This test checks for an output speed signal from the VSS buffer module.

Diagnostic Aids:
• DTC 24 will set when no vehicle speed is detected at start off.
• DTC 72 will set when vehicle speed has been detected and is lost.
 DTC 24
VEHICLE SPEED SENSOR (VSS) CIRCUIT LOW
(TRANS OUTPUT SPEED SIGNAL)

INSTALL TECH 1 SCAN TOOL.

RECORD THEN CLEAR DTC(s).
RAISE DRIVE WHEELS.
ENGINE OPERATING.
TRANSMISSION IN ANY DRIVE RANGE.
WITH DRIVE WHEELS ROTATING, DOES "TRANS OUTPUT SPEED'
INCREASE WITH DRIVE WHEEL SPEED INCREASE?

1
NO YES
H I
TRANSMISSION IN PARK. PROBLEM IS INTERMITTENT. REFER
El BACKPROBE VSS BUFFER MODULE HARNESS TO "DIAGNOSTIC AIDS."
CONNECTOR TERMINAL "C9" WITH A TEST LIGHT TO
GROUND.
IS TEST LIGHT "ON"?

YES NO

IE! BACKPROBE VSS BUFFER MODULE HARNESS

CONNECTOR TERMINAL "C9" TO TERMINAL "C8'
WITH A TEST LIGHT.
REPAIR OPEN IGNITION FEED
CIRCUIT TO VSS BUFFER MODULE.

IS TEST LIGHT "ON"?

YES NO

BACKPROBE VSS BUFFER MODULE HARNESS REPAIR OPEN GROUND CIRCUIT

13 CONNECTOR TERMINAL "C7" TO TERMINAL "C12" FROM VSS BUFFER MODULE.
WITH J 39200 DVM ON A/C SCALE.
TRANSMISSION IN D3 OR D4 WITH DRIVE WHEELS
ROTATING.
DOES VOLTAGE INCREASE ABOVE 7 VOLTS ON
J 39200 DVM WITH DRIVE WHEEL SPEED INCREASE
ABOVE APPROXIMATELY 10 MPH?

YES NO

DOES SCAN TOOL DISPLAY VEHICLE SPEED (MPH) CHECK CKTs 821 OR 822 FOR OPEN
13 INCREASE WITH DRIVE WHEEL SPEED INCREASE? SHORT TO GROUND OR FAULTY
CONNECTIONS. IF OK, REPLACE VSS.

1
YES NO
m
CHECK CKT 437 FOR OPEN, SHORT, OR FAULTY CHECK VSS BUFFER CONNECTIONS.
CONNECTIONS AT VSS SIGNAL BUFFER CONNECTOR IF OK, REPLACE VSS BUFFER.
AND PCM CONNECTOR. IF OK, REPLACE PCM.
 PCM
1224 PNK ■ E8 ♦AAAA- B+
T RANGE
REV N.O.
SIGNAL
S IG N A L "A"
LO N.O. ■1225 DK BLU E9 B+
D3 N.C. L RANGE
SIGNAL
S IG N A L "B"
1226 R E D — E10 B+
q T RANGE
D2 N.C. D4 N.O. .TR A N S M IS S IO N
SIG NAL
N A L "C"
CONNECTOR
1227 Y E L /B L K — C9 -•A M A- 5V
o I—TFT
tft Qir;N A L
SIG
T R A N S M IS S IO N FLUID
TEM PERATU RE (TFT) 4- M 452 BLK D6
SENSOR (INTERNAL) SENSOR
G RO UND
T
MAP
T R A N S M IS S IO N RANGE (TR) SENSOR S -9 4
PRESSURE SW ITCH A S S E M B LY D E -0 7 2 D

DTC 28
TRANSMISSION RANGE (TR) PRESSURE SWITCH ASSEMBLY FAULT
Circuit Description:
The Transmission Range (TR) switch assembly consists of five pressure switches (two normally closed and
three normally open), and a TFT sensor combined into one unit and mounted on the valve body. The PCM
supplies battery voltage to each range signal. By grounding one or more of these circuits through various
combinations of the pressure switches, the PCM detects what manual valve position has been selected by the
vehicle operator. With ignition “ON” and engine “OFF,” P/N will be indicated. When the transmission electrical
connector is disconnected, the ground potential for the three range signals to the PCM will be removed, and with
ignition “ON,” D2 will be indicated.

DTC 28 Will Set When: Range signals “A” and “C” are both zero volts “ON” for 2 seconds.
Action Taken (PCM will default to): Harsh shifts, drive 4 shift control. TCC will be inhibited, and if in hot
mode, there will be no fourth gear. DTC 28 will be stored in the PCM memory but will not turn “ON” the
Malfunction Indicator Lamp (MIL).

DTC 28 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled from “OFF”
then “ON.”

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks the indicated range signal to the manual valve position actually selected.
2. This test checks for correct voltage from the PCM to the transmission external connector.
3. This test checks for a short to ground from the PCM to the transmission external connector in any one of the
three circuits.

Diagnostic Aids: Range Signal A B C

DTC 28 will set if the PCM detects one of two “Illegal” Park OFF ON OFF
combinations. Rev ON ON OFF
Refer to accompanying chart for various A/B/C range Neutral OFF ON OFF
combinations. D4 OFF ON ON
D3 OFF OFF ON
Check all wiring connectors for proper terminal tension. For
D2 OFF OFF OFF
current DTC 28, range signal will default to “D4” while A/B/C range
D1 ON OFF OFF
values continue to read “Actual TR Pressure Switch Output” for
each range selection. Illegal ON OFF ON
Refer to “TR Pressure Switch Assembly Resistance Check” or Illegal ON ON ON
“Functional Test Procedure” in SECTION 7A14A of the appropriate Expected Readings
service manual for further information.
"ON" = 0 volts / "OFF" = B+
 DTC 28
TRANSMISSION RANGE (TR) PRESSURE
SWITCH ASSEMBLY FAULT
 TCC BRAKE SW ITCH
(N O RM ALLY CLOSED)

PCM
TCC BRAKE
TO < — 420 PPL PCM DIESEL- F5
SW SIG N A L
IG N ITIO N 15 A M P
SW ITCH

PREFER TO PCM W IR IN G (SECTION 3) DE-078D

DTC 37
BRAKE SWITCH STUCK "OIM"
Circuit Description:
The normally closed brake switch supplies a B+ signal on CKT 420 to the PCM. The signal voltage is
opened when the brakes are applied.

DTC 37 Will Set When:

• CKT 420 is open.
- Vehicle speed is less than 5 mph for greater than 6 seconds.
- Then vehicle speed is between 5 mph and 20 mph for greater than 6 seconds.
- Then vehicle speed is greater than 20 mph for greater than 6 seconds.
- For a total of seven times.

Action Taken (PCM will default to): An incorrect brake signal can affect TCC scheduling. Also, an incorrect
brake signal can inhibit fourth gear operation, if in hot mode. DTC 37 will be stored in PCM memory, but will
not turn on the Malfunction Indicator Lamp (MIL).

DTC 37 Will Clear When: Fault condition no longer exists.

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks for voltage at the brake switch.
2. This test checks the brake switch.
3. This test checks CKT 420 at the PCM.

Diagnostic Aids:
• Refer to “PCM Intermittent Diagnostic Trouble Code or Performance.”
• Check customer driving habits and/or unusual traffic conditions (i.e. stop and go, expressway traffic).
 DTC 37
INSTALL SCAN TOOL. BRAKE SWITCH
IGNITION SWITCH "ON," ENGINE "OFF."
RECORD THEN CLEAR DTC(s).
STUCK"ON"
APPLY THEN RELEASE BRAKE PEDAL.
DOES SCAN TOOL DISPLAY TCC BRAKE SW "OPEN" WITH BRAKE
PEDAL APPLIED, AND THEN DISPLAY "CLOSED" WHEN RELEASED?

NO YES
□C
WITH TEST LIGHT CONNECTED TO GROUND, NO TROUBLE FOUND. REFER TO
BACKPROBE IGNITION FEED CIRCUIT ON BRAKE SWITCH. "DIAGNOSTIC AIDS."
IS TEST LIGHT "ON"?

YES NO

WITH TEST LIGHT CONNECTED TO GROUND, REPAIR OPEN IN THE IGNITION FEED CIRCUIT
BACKPROBE HARNESS CKT 420 AT BRAKE SWITCH. TO THE BRAKE SWITCH. IF THE IGNITION
IS TEST LIGHT "ON"? VOLTAGE FEED FUSE IS OPEN, ALSO CHECK
CKT 420 FOR A SHORT TO GROUND.

YES NO

APPLY BRAKE PEDAL. BRAKE SWITCH OUT OF ADJUSTMENT

IS TEST LIGHT "OFF" WHEN BRAKE PEDAL IS APPLIED? OR
FAULTY BRAKE SWITCH.

YES NO
m
IGNITION "OFF." CHECK CKT 420 FOR SHORT TO B +.
DISCONNECT CONTROL MODULE CONNECTORS. IF, OK, REPLACE BRAKE SWITCH.
IGNITION "ON," ENGINE "OFF."
WITH A TEST LIGHT CONNECTED TO GROUND, PROBE
CONTROL MODULE CKT 420 HARNESS CONNECTOR.
IS TEST LIGHT "ON"?

YES NO
i n
IGNITION "OFF." REPAIR OPEN CKT 420 FROM TCC
RECONNECT CONTROL MODULE CONNECTIONS. BRAKE SWITCH TO PCM.
IGNITION "ON."
APPLY THEN RELEASE BRAKE PEDAL.
DOES SCAN TOOL DISPLAY TCC BRAKE SW "OPEN"
WITH BRAKE APPLIED, AND THEN DISPLAYED "CLOSED'
WHEN RELEASED?

YES NO
I m
ELECTRICAL SYSTEM CHECKS OK AT THIS TIME. THE FAULTY CONTROL MODULE.
MALFUNCTION MAY BE INTERMITTENT OR MAY HAVE BEEN
CORRECTED DURING THIS DIAGNOSTIC PROCEDURE.
REFER TO "DIAGNOSTIC AIDS."
 TCC BRAKE SW ITCH
(N O RM ALLY CLOSED)

PCM
TCC BRAKE
TO 420 PPL PCM DIESEL- F5 SW SIG N A L
IG N ITIO N 15 A M P
SW ITCH

PREFER TO PCM W IR IN G (SECTION 3) d £?43D

DTC 38
BRAKE SWITCH STUCK "OFF"
Circuit Description:
The normally closed brake switch supplies a B+ signal on CKT 420 to the PCM. The signal voltage is
opened when the brakes are applied.

DTC 38 Will Set When:

• CKT 420 has constant voltage.
- Vehicle speed is greater than 20 mph for greater than 6 seconds.
- Then vehicle speed is between 5 mph and 20 mph for greater than 6 seconds.
- For a total of seven times.
Action Taken (PCM will default to): An incorrect brake signal can affect TCC scheduling. Also, an incorrect
brake signal can inhibit fourth gear operation, if in hot mode. DTC 38 will be stored in PCM memory, but will
not turn on the Malfunction Indicator Lamp (MIL).

DTC 38 Will Clear When: Fault condition no longer exists.

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks for voltage at the brake switch.
2. This test checks the brake switch.
3. This test checks CKT 420 at the PCM.

Diagnostic Aids:
• Refer to “PCM Intermittent Diagnostic Trouble Code or Performance.”
• Check customer driving habits and/or unusual traffic conditions (i.e. stop and go, expressway traffic).
 DTC 38
INSTALL SCAN TOOL. BRAKE SWITCH
IGNITION SWITCH "ON," ENGINE "OFF."
RECORD THEN CLEAR DTC(s).
STUCK "OFF"
APPLY THEN RELEASE BRAKE PEDAL.
DOES SCAN TOOL DISPLAY TCC BRAKE SW "OPEN" WITH BRAKE
PEDAL APPLIED, AND THEN DISPLAY "CLOSED" WHEN RELEASED?

NO YES

WITH TEST LIGHT CONNECTED TO GROUND, NO TROUBLE FOUND. REFER TO

BACKPROBE IGNITION FEED CIRUIT ON BRAKE SWITCH. "DIAGNOSTIC AIDS."
IS TEST LIGHT "ON"?

YES NO
m
WITH TEST LIGHT CONNECTED TO GROUND, REPAIR OPEN IN THE IGNITION FEED CIRCUIT
BACKPROBE HARNESS CKT 420 AT BRAKE SWITCH. TO THE BRAKE SWITCH. IF THE IGNITION
IS TEST LIGHT "ON"? VOLTAGE FEED FUSE IS OPEN, ALSO CHECK
CKT 420 FOR A SHORT TO GROUND.

YES

IE! APPLY BRAKE PEDAL.

IS TEST LIGHT "OFF" WHEN BRAKE PEDAL IS APPLIED?
BRAKE SWITCH OUT OF ADJUSTMENT
OR
FAULTY BRAKE SWITCH.

YES NO
m
IGNITION "OFF." CHECK CKT 420 FOR SHORT TO B +.
DISCONNECT CONTROL MODULE CONNECTORS. IF, OK, REPLACE BRAKE SWITCH.
IGNITION "ON," ENGINE "OFF."
WITH A TEST LIGHT CONNECTED TO GROUND, PROBE
CONTROL MODULE CKT 420 HARNESS CONNECTOR.
IS TEST LIGHT "ON"?

YES NO
m
IGNITION "OFF." REPAIR OPEN CKT 420 FROM TCC
RECONNECT CONTROL MODULE CONNECTIONS. BRAKE SWITCH TO PCM.
IGNITION "ON."
APPLY THEN RELEASE BRAKE PEDAL.
DOES SCAN TOOL DISPLAY TCC BRAKE SW "OPEN"
WITH BRAKE APPLIED, AND THEN DISPLAYED "CLOSED'
WHEN RELEASED?

YES NO
I
ELECTRICAL SYSTEM CHECKS OK AT THIS TIME. THE FAULTY CONTROL MODULE.
MALFUNCTION MAY BE INTERMITTENT OR MAY HAVE BEEN
CORRECTED DURING THIS DIAGNOSTIC PROCEDURE.
REFER TO "DIAGNOSTIC AIDS."
 PCM
BATTERY
*B + < - 440 ORN PCM DIESEL- E1 VO LTAG E
INPUT

IG NITIO N
* IG N ITIO N < - 439 PNK PCM DIESEL- A1 VO LTAG E
FEED INPUT

REFER TO PCM W IR IN G (SECTION 3) FOR

SPECIFIC B+ VO LTAG E SUPPLY CIRCUITS. 4-94
D E -0 8 2 D

DTC 52
SYSTEM VOLTAGE HIGH LONG
Circuit Description:
CKT 440 is the battery feed for the PCM. CKT 439 is the ignition feed for the PCM.

DTC 52 Will Set W hen: The ignition is “ON” and the PCM terminal “E l” voltage is greater than 16 volts for
109 minutes.

Action Taken (PCM will default to): The pressure control solenoid (PCS) is turned “OFF,” 3-2 control
solenoid is turned “OFF,” transmission shifts immediately to third gear, and TCC operation will be inhibited.
(The setting of additional diagnostic trouble codes may result.)

DTC 52 Will Clear W hen: Fault condition no longer exists, and the ignition switch is cycled “OFF” then
“ON.”

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks that normal battery voltage is between 9-15 volts.
2. This test checks if the generator is faulty under load conditions. If the voltage is greater than 15 volts, refer
to SECTION 6D3 of the appropriate service manual.

Diagnostic Aids:
• CKT 440 supplies battery voltage to the PCM.
• Charging the battery with a battery charger and jump-starting an engine may set DTC 52. If DTC(s) set when
an accessory is operated, check for faulty connections or excessive current draw. Refer to SECTION 6D3 of
the appropriate service manual for circuit details.
• Check for faulty connections at the starter solenoid or fusible link.
 DTC 52
SYSTEM VOLTAGE HIGH LONG
 PCM
BATTERY
*B + < - 440 ORN PCM DIESEL- E1 VO LTAG E
IN PU T

IG NITIO N
* IG N ITIO N < *- 439 PNK PCM DIESEL- A1 VOLTAG E
FEED INPUT

REFER TO PCM W IR IN G (SECTION 3) FOR

SPECIFIC B+ VO LTAG E SUPPLY CIRCUITS. 4-94
D E -0 8 2 D

DTC 53
SYSTEM VOLTAGE HIGH
Circuit Description:
CKT 440 is the battery feed for the PCM. CKT 439 is the ignition feed for the PCM.

DTC 53 Will Set When: The ignition is “ON” and the PCM terminal “E l” voltage is greater than 19.5 volts for
2 seconds.

Action Taken (PCM will default to): The pressure control solenoid (PCS) is turned “OFF,” 3-2 control
solenoid is turned “OFF,” transmission shifts immediately to third gear, and TCC operation will be inhibited.
(The setting of additional diagnostic trouble codes may result.)

DTC 53 Will Clear When: Fault condition no longer exists, and the ignition switch is cycled “OFF” then
“ON.”

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks that normal battery voltage is between 9-15 volts.
2. This test checks if the generator is faulty under load conditions. If the voltage is greater than 15 volts, refer
to SECTION 6D3 of the appropriate service manual.

Diagnostic Aids:
• CKT 440 supplies battery voltage to the PCM.
• Charging the battery with a battery charger and jump-starting an engine may set DTC 53. If DTC(s) set when
an accessory is operated, check for faulty connections or excessive current draw. Refer to SECTION 6D3 of
the appropriate service manual for circuit details.
• Check for faulty connections at the starter solenoid or fusible link.
 DTC 53
SYSTEM VOLTAGE HIGH
 DTC 58
TRANSMISSION FLUID TEMPERATURE (TFT) SENSOR CIRCUIT LOW
(HIGH TEMPERATURE INDICATED)
Circuit Description:
The TFT sensor is a thermistor within the TR pressure switch assembly, that controls the signal voltage to
the PCM. The PCM applies voltage on CKT 1227 to the sensor. When the transmission fluid is cold, the sensor
resistance is high and the PCM will sense high signal voltage.
As the transmission fluid temperature warms to the normal transmission operating temperature of 100°C
(212°F), the sensor resistance becomes less and the voltage decreases to 1.5 to 2.0 volts. With a DTC 79 also set,
check the transmission cooling system.

DTC 58 Will Set When: Signal voltage indicates TFT greater than 151°C (306°F) for 1 seconds.

Action Taken (PCM will default to): When DTC 58 is set, the transmission will use a warm value for
operation, but the scan tool will display the actual fluid temperature. The TCC solenoid will be “ON” in third,
and fourth gears. The shifts will occur early. DTC 58 will be stored in the PCM memory but will not turn “ON”
the M IL (Malfunction Indicator Lamp).

DTC 58 Will Clear When: The fault condition(s) no longer exist.

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks for a short to ground or a skewed sensor.
2. This test checks for an internal fault within the transmission by creating an open.

Diagnostic Aids: Check harness routing for a potential short to ground in CKT 1227. Scan tool TFT display
should rise steadily to about 100°C (212°F) then stabilize.
Refer to “PCM Intermittent Diagnostic Trouble Codes or Performance.”
The temperature to resistance value scale in SECTION 7A14A may be used to test the TFT sensor at the
various temperature levels to evaluate the possibility of a “skewed” sensor. A “skewed” (mis-scaled) sensor
could result in delayed garage shifts or TCC complaints.
 DTC 58
TRANSMISSION FLUID TEMPERATURE (TFT) SENSOR
CIRCUIT LOW
 DTC 59
TRANSMISSION FLUID TEMPERATURE (TFT) SENSOR CIRCUIT HIGH
(LOW TEMPERATURE INDICATED)
Circuit Description:
The TFT sensor is a thermistor within the TR pressure switch assembly, that controls the signal voltage to
the PCM. The PCM applies 5 volts to the sensor on CKT 1227. When the transmission fluid is cold, the sensor
resistance is high and the PCM will sense high signal voltage.
As the transmission fluid temperature warms to the normal transmission operating temperature of 100°C
(212°F), the sensor resistance becomes less and the voltage decreases at about 1.5 to 2.0 volts.

DTC 59 Will Set When: Signal voltage indicates TFT less than -40°C (-40°F), for 1 second.

Action Taken (PCM will default to): When DTC 59 is set, the transmission will use a warm value for
operation, but, the scan tool will display the actual fluid temperature.
When DTC is set, the TCC may not apply properly. DTC 59 will be stored in the PCM memory but will not
turn “ON” the M IL (Malfunction Indicator Lamp).

DTC 59 Will Clear When: The fault condition(s) no longer exist.

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks for a skewed sensor.
2. This test simulates a DTC 58. If the PCM recognizes the low signal voltage (high temperature), and the scan
displays 146°C (295°F) or greater, the PCM and wiring are OK.
3. This test checks if CKT 1227 is open. There should be 5 volts present at the sensor connector if measured
with J 39200.

Diagnostic Aids: Scan tool displays transmission fluid temperature in degrees. After transmission is operating,
the temperature should rise steadily to about 100°C (212°F) then stabilize.
A faulty connection or an open in CKT 452 or CKT 1227 can result in a DTC 59.
The “Temperature to Resistance Value” scale in SECTION 7A14A may be used to check the TFT sensor at
various temperature levels to evaluate the possibility of a “skewed” (mis-scaled) sensor. A “skewed” sensor can
result in firm shifts, or TCC complaints.
 DTC 59
TRANSMISSION FLUID TEMPERATURE (TFT)
SENSOR CIRCUIT HIGH
(LOW TEMPERATURE INDICATED)

HAS FLUID CHECKING PROCEDURE

BEEN PERFORMED?

YES NO

X
I
DOES SCAN TOOL DISPLAY TRANSMISSION FLUID REFER TO "FLUID CHECKING
TEMPERATURE OF -40°C {-40°F)? PROCEDURE."

YES NO

IGNITION "OFF."
I
DTC 59 IS INTERMITTENT.
El DISCONNECT TRANSMISSION WIRING IF NO ADDITIONAL DTC(s) WERE
CONNECTOR. STORED, REFER TO "DIAGNOSTIC
INSTALL J 39775 ON THE EXTERNAL WIRING AIDS."
CONNECTOR.
INSTALL TEST LIGHT BETWEEN TERMINALS
"L" AND "M."
IGNITION "ON" SCAN TOOL SHOULD DISPLAY
TEMPERATURE OF 151°C (306°F).

1
YES
m
JUMPER CKT 1227 TO KNOWN GOOD GROUND. REFER TO "INTERNAL WIRING
SCAN TOOL SHOULD DISPLAY TEMPERATURE OF HARNESS CHECK" SECTION 7A14A IN
151°C (306°F). THE APPROPRIATE SERVICE MANUAL.

YES
~T~
OPEN CKT 1227, FAULTY CONNECTION AT CONTROL OPEN SENSOR GROUND CIRCUIT OR
MODULE OR FAULTY CONTROL MODULE. FAULTY CONNECTION.
 T R A N S M IS S IO N

SO LENO ID

5 -9 4
REFER TO PCM W IR IN G (SECTION 3)
D E -0 8 9 C / K D

DTC 66
3-2 CONTROL SOLENOID CIRCUIT FAULT
Circuit Description:
Hydraulically, the 3-2 control solenoid coordinates the apply rate of the 2-4 band with hydraulic release, of
the 3-4 clutch during a 3-2 downshift.
The PCM continually monitors the 3-2 circuit duty cycle depending on the commanded state of the circuit.
When the transmission is in first gear the duty cycle of the solenoid is equal to zero. When the transmission is in
second gear or higher the duty cycle of the solenoid will be about 90%. When the transmission downshifts, 3-2,
the duty cycle of the solenoid will drop.

DTC 66 Will Set When:

• The PCM commands the solenoid “ON,” and the voltage remains high (B+) for four seconds.
• The PCM commands the solenoid “OFF,” and the voltage remains low (zero volts) for four seconds.

Action Taken (PCM will default to):

• A delayed (soft) landing to third gear.
• Third gear starts.

DTC 66 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF”
then “ON.”

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks the function of the 3-2 control solenoid and the internal transmission harness.
2. This test checks for power to the 3-2 control solenoid from the ignition through the fuse.

Diagnostic Aids: Check all connections at the transmission connector.

If OK, refer to “PCM Intermittent Diagnostic Trouble Codes or Performance” or “Symptom Diagnosis” in
SECTION 7A14A.
The 3-2 control solenoid feedback normally oscillate “ON”/“OFF” when the duty cycle is applied.
An open in the ignition feed circuit will cause multiple DTC(s) to set.
 DTC 66
3-2 CONTROL SOLENOID
CIRCUIT FAULT
INSTALL TECH 1 SCAN TOOL.
13 RECORD THEN CLEAR DTC(s).
IGNITION "ON," ENGINE "OFF."
ENTER MISC T f STS/TRANSMISSION/3-2 SOLENOID.
COMMAND 3-2 CONTROL SOLENOID "0%/100%" THREE TIMES
WHILE LISTENING AT BOTTOM OF TRANSMISSION PAN
(USE STETHOSCOPE IF NECESSARY).
DOES SOLENOID "CLICK" WHEN COMMANDED?

NO YES

IGNITION "OFF." ELECTRICAL SYSTEM CHECK OK.

DISCONNECT TRANSMISSION WIRING CONNECTOR REFER TO "DIAGNOSTIC AIDS."
ASM.
INSTALL J 39775-JUMPER HARNESS/PROBE KIT ON
THE EXTERNAL WIRING CONNECTOR.
IGNITION "ON," ENGINE "OFF."
CONNECT TEST LIGHT FROM CAVITY "E" OF J 39775
TO GROUND.
IS TEST LIGHT "ON"?

YES NO

INSTALL TEST LIGHT FROM CAVITIES "E" TO "S" REPAIR OPEN OR SHORT TO
OF J 39775. GROUND IN THE IGNITION VOLTAGE
COMMAND 3-2 CONTROL SOLENOID "0%/100%" FEED CIRCUIT TO THE
THREE TIMES. TRANSMISSION.
IS TEST LIGHT "ON" WHEN 3-2 CONTROL SOLENOID
IS COMMANDED "ON" TO "100%," AND "OFF" WHEN
COMMANDED TO "0%"?

I
YES NO
I I
REMOVE J 39775 FROM THE EXTERNAL WIRING CHECK FOR OPEN OR SHORT IN
CONNECTOR AND INSTALL IT ON THE 3-2 CONTROL CIRCUIT.
TRANSMISSION INTERNAL WIRING CONNECTOR. IF OK, REPLACE PCM.
WITH J 39200-DVM MEASURE RESISTANCE ACROSS
"E" AND "S" OF J 39775.
IS RESISTANCE 9-14Q?

YES NO
m
CLEAR DTC(s) AND RETEST. REPLACE 3-2 CONTROL SOLENOID
OR INTERNAL WIRING HARNESS.
REFER TO "VALVE BODY" IN "ON-
VEHICLE SERVICE" IN SECTION
7A14A FOR REPLACEMENT
PROCEDURE.
 DTC 67
TORQUE CONVERTER CLUTCH (TCC) SOLENOID CIRCUIT FAULT
Circuit Description:
Ignition voltage is supplied directly to the TCC solenoid. The Powertrain Control Module (PCM) controls
the solenoid by providing the ground path through CKT 422.

DTC 67 Will Set When:

• The PCM commands the TCC solenoid “ON,” and the voltage stays high (B+) for two seconds.
• The PCM commands the solenoid “OFF,” and the voltage remains low (zero volts) for two seconds.

Action Taken (PCM will default to):

• No TCC.
• No fourth gear in hot mode.

DTC 67 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF” then
“ON.”

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks the PCM ’s ability to control the solenoid.
2. This test checks power supply to the TCC solenoid.

Diagnostic Aids: Check all connections at the transmission wiring connector assembly.
If OK refer to “PCM Intermittent Diagnostic Trouble Codes or Performance” or “Symptom Diagnosis” in
SECTION 7A14A.
Some slight TCC slip is normal.
An open in the ignition feed circuit will cause multiple DTC(s) to set.
A short to ground in the TCC circuit may also cause a DTC 69 to set. If the TCC circuit is shorted to ground,
the TCC will hydraulically engage in D2.
 DTC 67
TORQUE CONVERTER CLUTCH
(TCC) SOLENOID CIRCUIT FAULT

INSTALL TECH 1 SCAN TOOL.

RECORD THEN CLEAR DTC(s).
IGNITION "ON," ENGINE "OFF."
ENTER MISC TESTS/TRANSMISSION/TCC SOLENOID.
COMMAND TCC SOLENOID "ON"/"OFF" THREE TIMES WHILE
LISTENING AT BOTTOM OF TRANSMISSION PAN (USE
STETHOSCOPE IF NECESSARY).
DOES SOLENOID "CLICK" WHEN COMMANDED?

NO YES
m
IGNITION "OFF." ELECTRICAL SYSTEM CHECK OK.
DISCONNECT TRANSMISSION WIRING CONNECTOR REFER TO "DIAGNOSTIC AIDS."
ASM. (ADDITIONAL DTC(s) WILL SET.)
INSTALL J 39775 JUMPER HARNESS/PROBE KIT ON
THE EXTERNAL WIRING CONNECTOR.
IGNITION "ON," ENGINE "OFF."
CONNECT TEST LIGHT FROM CAVITY "E" OF J 39775
TO GROUND.
IS TEST LIGHT "ON"?

YES NO
□z
• INSTALL TEST LIGHT FROM CAVITIES "E" TO "T" OF REPAIR OPEN OR SHORT TO
J 39775. GROUND IN THE IGNITION VOLTAGE
• COMMAND TCC SOLENOID "ON"/"OFF" THREE FEED CIRCUIT TO THE
TIMES. TRANSMISSION. IF THE FUSE IS
• IS TEST LIGHT "ON" WHEN COMMANDED "ON" OPEN, CHECK THE TRANSMISSION
AND "OFF" WHEN COMMANDED "OFF"? INTERNAL WIRING HARNESS OR
SOLENOID FOR SHORT TO GROUND.

NO YES
I ~ r
CHECK CKT 422 FOR AN OPEN OR SHORT FROM THE EXTERNAL TRANSMISSION WIRING
CONTROL MODULE TO THE TRANSMISSION WIRING CHECKS OK. REFER TO "INTERNAL
CONNECTOR. WIRING HARNESS CHECK" IN
IF OK, REPLACE CONTROL MODULE. SECTION 7A14A.
 TORQUE
PREFER TO PCM W IR IN G (SECTION 3) FOR
CONVERTER
SPECIFIC B+ VOLTAGE SUPPLY CIRCUITS.
A S S E M B LY

: r elea se:
PCM
3A PPLY E

TCC CONTROL

E6

.TCC CONTROL
FEEDBACK
TCC PW M
SO LENO ID CONTROL

I— E l l

LINE (From Pump)S

TCC PW M
L- SOLENO ID
FEEDBACK

IG NITIO N
■1020 PINK-
SW ITCH
7-9 4
AFL (From Press Cont Sol)S
D E -0 9 3 C / K D
418 BROW N

DTC 69
TORQUE CONVERTER CLUTCH (TCC) SOLENOID STUCK "O N "

Circuit Description:
The PCM energizes the Torque Converter Clutch (TCC) solenoid by grounding CKT 422 with an internal
quad-driver. When grounded (energized) by the PCM the TCC solenoid stops converter signal oil from exhausting.
The TCC solenoid will de-energize when the quad-driver no longer provides a ground. When the TCC solenoid
is de-engerized, it will block exhaust fluid, and release the TCC.

DTC 69 Will Set When:

• No DTC(s) 21, 22, or 28 are set. • Trans range switch indicates D3 or D4.
• TCC slip speed RPM indicates between -20 and +20. • Commanded gear indicates 3rd or 4th gear.
• TCC solenoid is commanded “OFF.” • Engine speed is greater than 300 RPM.
• TP sensor signal is greater than 25%. • All conditions are met for 4 seconds.

Action Taken (PCM will default to): Early shift pattern will occur.

DTC 69 W ill Clear W hen: Fault condition no longer exists and the ignition switch is cycled “OFF” then “ON.”

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks the mechanical state of the TCC. When the PCM commands the TCC solenoid “OFF,” TCC
slip speed should increase.

Diagnostic Aids: If the TCC is mechanically stuck “ON,” vehicle speed is zero, brakes are applied, and D2 is
selected, the TCC fluid will mechanically apply the TCC causing an engine stall.
 DTC 69
TORQUE CONVERTER CLUTCH (TCC) SOLENOID STUCK "ON"
 VSS S IG N A L BUFFER M O D U LE

2000 VSS INPUT C7 822 LT G RN/BLK — VEHICLE

PULSES SPEED SENSOR
PER (VSS)
VSS INPUT C12 — 821 PPL/WHT
MILE
IG N ITIO N IG NITION
C9
VSS
FEED
*
SW ITCH PCM
BUFFER
C10
M O DULE
T R A N S O U TP U T —W N A —5V
C13 — 437 BRN C15 tI— m
SPEED O UiTPU
t p i iT SPEED
40
SIG N A L
PULSES F8 1
PER REV
VSS O U T P U T C11 — * —W V — 5V
VSS BUFFER TO I— VEHICLI
VEHICLE SPEED
HAR NESS VSS O U TPU T C l 5 — 824 LT BLU /B LK— SIG N A L
SIGNAL
SPEEDO
CO NNECTOR
(FRONT VIEW ) GROUND C8
TO 4W D < E2 1— — 12V
* -------------------1
INDICATOR I— dwn
4W D iLOW
r
ENGINE SW ITCH SIG N A L
* REFER TO PCM W IRING D IA G R A M S IN THE BACK OF “ GRO UNDS 5 -9 4
THIS SECTION FOR CIRCUIT NU M BE R S A N D COLORS. D E -0 7 4 C / K D

DTC 72
VEHICLE SPEED SENSOR (VSS) CIRCUIT LOSS
(TRAIMS OUTPUT SPEED SIGNAL)
Circuit Description:
The speed sensor circuit consists of a magnetic induction type sensor, a Vehicle Speed Sensor (VSS) buffer
module, 4WD low switch (when needed), and wiring. Gear teeth pressed onto the output shaft induces an
alternating voltage into the sensor. This signal is transmitted to the VSS buffer module. The VSS buffer module
compensates for various final drive ratios. The VSS buffer module will also convert the AC VSS signal into a 40
Pulse Per Revolution (PPR) DC signal on CKT 437 to indicate transmission output speed. On 4WD vehicles,
the 4WD low signal will also be used for adjustment of the 40 PPR signal to the PCM.

DTC 72 Will Set When:

• Not in P/N. • In P/N.
- Transmission output speed change is - Transmission output speed change is
greater than 1000 RPM. greater than 2050 RPM.
- Engine speed is greater than 200 RPM. - Engine speed is greater than 200 RPM.
- Conditions met for 2 seconds. - Conditions met for 2 seconds.
- No DTC 28 set. - No DTC 28 set.

Action Taken (PCM will default to): A (soft) delayed landing to second gear and second gear starts.

DTC 72 Will Clear W hen: The ignition is cycled “OFF” then “ON.”

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks for voltage to the VSS buffer module.
2. This test checks the ground circuit to the VSS buffer module.
3. This test checks the Vehicle Speed Sensor (VSS) circuit at the VSS buffer module.
4. This test checks for an output speed signal from the VSS buffer module.

Diagnostic Aids:
• DTC 24 will set when no vehicle speed is detected at start off.
• DTC 72 will set when vehicle speed has been detected and is lost.
 DTC 72
VEHICLE SPEED SENSOR (VSS) CIRCUIT LOSS
(TRANS OUTPUT SPEED SIGNAL)

INSTALL SCAN TOOL.

RECORD THEN CLEAR DTC(s).
RAISE DRIVE WHEELS.
ENGINE OPERATING.
TRANSMISSION IN ANY DRIVE RANGE.
WITH DRIVE WHEELS ROTATING, DOES "TRANS OUTPUT SPEED'
INCREASE WITH DRIVE WHEEL SPEED INCREASE?

NO YES
m
IGNITION SWITCH "ON," ENGINE "OFF." PROBLEM IS INTERMITTENT. REFER
IKI TRANSMISSION IN PARK. TO "DIAGNOSTIC AIDS."
BACKPROBE VSS BUFFER MODULE HARNESS
CONNECTOR TERMINAL "C9" WITH A TEST LIGHT TO
GROUND.
IS TEST LIGHT "ON"?

YES NO
~T~
BACKPROBE VSS BUFFER MODULE HARNESS REPAIR OPEN IGNITION FEED CIRCUIT
IE CONNECTOR TERMINAL "C9" TO TERMINAL "C8' TO VSS BUFFER MODULE.
WITH A TEST LIGHT.
IS TEST LIGHT "ON"?

YES NO
I
IE BACKPROBE VSS BUFFER MODULE HARNESS
CONNECTOR TERMINAL "C7" TO TERMINAL "C12"
REPAIR OPEN GROUND CIRCUIT
FROM VSS BUFFER MODULE.
WITH J 39200 DVM ON A/C SCALE.
ENGINE OPERATING.
TRANSMISSION IN D3 OR D4 WITH DRIVE WHEELS
ROTATING.
DOES VOLTAGE INCREASE ABOVE 7 VOLTS ON
J 39200 DVM WITH DRIVE WHEEL SPEED INCREASE
ABOVE APPROXIMATELY 10 MPH?

YES NO
I
DOES SCAN TOOL DISPLAY VEHICLE SPEED (MPH) CHECK CKTs 821 OR 822 FOR OPEN
IE INCREASE WITH DRIVE WHEEL SPEED INCREASE? SHORT TO GROUND OR FAULTY
CONNECTIONS. IF OK, REPLACE VSS.

1
YES NO

CHECK CKT 437 FOR OPEN, SHORT, OR FAULTY CHECK VSS BUFFER CONNECTIONS.
CONNECTIONS AT VSS SIGNAL BUFFER CONNECTOR IF OK, REPLACE VSS BUFFER.
AND PCM CONNECTOR. IF OK, REPLACE PCM.
 TR A N S M IS S IO N
W IRING
CONNECTOR
A S S E M B LY PCM

PRESSURE CO NTRO L
SO LENO ID (PCS)

4-94
DE-096D

DTC 73
PRESSURE CONTROL SOLENOID (PCS) CIRCUIT
(CURRENT ERROR)
Circuit Description:
The pressure control solenoid is a PCM controlled device used to regulate transmission line pressure. The
PCM compares TP voltage, engine RPM and other inputs to determine the line pressure appropriate for a given
load. The PCM will regulate the pressure by applying a varying amperage to the pressure control solenoid. The
applied amperage can vary from 0.1 to 1.1 amp. The PCM then monitors the amperage at the return line.

DTC 73 Will Set When: The return amperage varies greater than 0.16 amp from the commanded amperage,
for at least one second, and no DTC 75 stored.

Action Taken (PCM will default to): Full line pressure will be applied causing harsh shifts. DTC 73 will be
stored in the PCM memory but will not turn “ON” the MIL (Malfunction Indicator Lamp).

DTC 73 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF” then
“ON.”

DTC Chart Test Description: Number(s) below refer to Pressure Control Solenoid Line Pressure
circled number(s) on the diagnostic chart. Current (Amp) (PSD
1. This test checks the ability of the PCM to command the 0.02 170 - 190
pressure control solenoid. 0.10 165 - 185
2. This test checks internal transmission harness and the 0.20 160 - 180
pressure control solenoid for incorrect resistance. 0.30 155 - 175
0.40 148 - 168
Diagnostic Aids: Check for poor connections at PCM and at 0.50 140- 160
0.60 130 - 145
transmission connector.
0.70 110 - 130
If pressure readings differ greatly from the line pressure
0.80 90 - 115
chart, refer to the Diagnosis Charts contained in SECTION 7A.
0.90 65 - 90
0.98 55 - 65
 DTC 73
PRESSURE CONTROL SOLENOID (PCS) CIRCUIT
(CURRENT ERROR)

INSTALL TECH 1 SCAN TOOL.

RECORD THEN CLEAR DTC(s).
ENGINE OPERATING, TRANSMISSION IN PARK.
ENTER MISC TESTS/TRANSMISSION/PCS CONTROL.
USING SCAN TOOL, APPLY 1.0 AMPS THRU 0.1 AMPS WHILE
OBSERVING DESIRED PCS AND ACTUAL PCS.
IS ACTUAL PCS READING ALWAYS WITHIN 0.16 AMPS OF
DESIRED PCS?

NO YES
I I
IGNITION "OFF." PROBLEM IS INTERMITTENT. REFER
CONNECT OIL PRESSURE GAGE AT TRANSMISSION TO "DIAGNOSTIC AIDS."
LINE PRESSURE TAP. REFER TO SECTION 7A14A.
SET PARKING BRAKE/TRANSMISSION IN "PARK."
START ENGINE AND ALLOW IT TO WARM AT IDLE.
SCAN TOOL STILL INSTALLED, ENTER MISC. TEST/
TRANSMISSION/PCS CONTROL.
USING SCAN TOOL, INCREASE DESIRED PCS IN 0.1
AMP INCREMENTS (ALLOW PRESSURE TO STABILIZE
FOR 5 SECONDS AFTER EACH CURRENT CHANGE).
COMPARE ACTUAL LINE PRESSURE AND CURRENT
READINGS TO CHART.
NOTICE: TOTAL TIME SHOULD NOT EXCEED
2 MINUTES, OR TRANSMISSION DAMAGE
COULD OCCUR.
DO READINGS MATCH CHART?

YES NO
□z
IGNITION "OFF." DISCONNECT PCM CONNECTOR.
CHECK TRANS WIRING CONNECTOR TERMINAL WITH J 39200, CHECK RESISTANCE
TENSION ON THE PCS CIRCUITS. IF OK, REFER TO BETWEEN VEHICLE HARNESS
SECTION 7A14A FOR INTERNAL PCS CIRCUIT TERMINALS C11 AND C6. DOES
DIAGNOSIS. J 39200 DISPLAY RESISTANCE
BETWEEN 3.5 AND 8 OHMS?

NO

TRANSMISSION ELECTRICAL
CONNECTOR DISCONNECTED,
CHECK VEHICLE HARNESS
CIRCUITS 1228 AND 1229 FOR
OPEN OR SHORT TO GROUND.
IF NO TROUBLE IS FOUND
REPLACE PCS.
 PCM
BATTERY
*B + * r 440 ORN PCM DIESEL- E1 VO LTAG E
INPUT

IG NITIO N
* IG N ITIO N «<- 439 PNK PCM DIESEL- A1 VO LTAG E
FEED INPUT

REFER TO PCM W IR IN G (SECTION 3) FOR

SPECIFIC B+ VO LTAG E SUPPLY CIRCUITS. 4-94
DE-082D

DTC 75
SYSTEM VOLTAGE LOW
Circuit Description:
CKT 440 is the battery feed for the PCM. CKT 439 is the ignition voltage feed for the PCM.

DTC 75 Will Set When: The ignition is “ON” and PCM terminal “E l” voltage is less than the graduated scale
of: -40°C (-40°F) = 7.3 volts, 90°C (194°F) = 10.3 volts, or 150°C (304°F) = 11.7 volts, with engine speed
greater than 1000 RPM for 4 seconds.

Action Taken (PCM will default to): During the time the failure is present, the pressure control solenoid is
turned “OFF,” soft landing to default third gear and TCC operation is inhibited. (The setting of additional
diagnostic trouble codes may result.) DTC 75 will be stored in the PCM memory but will not turn “ON” the
M IL (Malfunction Indicator Lamp).

DTC 75 Will Clear When: The fault condition(s) no longer exist.

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks for normal battery voltage between 9-15 volts.
2. This test checks if the low voltage display is due to the generator, CKT 440, or PCM, while the engine is
running. If the voltage is less than 8.6 volts, the PCM is OK.

Diagnostic Aids: CKT 440 supplies battery voltage to the PCM.

Charging battery with a battery charger and jump-starting engine may set DTC 53. If diagnostic trouble
code sets when an accessory is operated, check for poor connections or excessive current draw. Refer to SECTION
6D3 of appropriate service manual for circuit details. Also, check for poor connections at starter solenoid or
fusible link.
 DTC 75
SYSTEM VOLTAGE LOW
 PCM
1224 P N K — E8 ♦■VVV— B+
T RANGE
REV N.O.
SIG NAL
N A L "A"
LO N.O. -1225 DK BLU E9 ♦A W - B+
D3 N.C. LR AN G E
A L "B"
SIG N AL
1226 RED E10 -f-A/VA- B+
D2 N.C. D4 N.O. Q .TR A N S M IS S IO N
L RANGE
S IG NAL
SIG N A L "C"
CONNECTOR
♦ A /W ^
60 1227 Y E L /B L K — C9
L t f t SIG
TFT
5V
s ir : NAL
T R A N S M IS S IO N FLUID
TEM PER ATUR E (TFT) 4- M 452 BLK D6
SENSOR (IN TE R N AL) SENSOR
— G RO U ND
M AP
T R A N S M IS S IO N RANGE (TR) SENSOR 5-94
PRESSURE SW ITCH A S S E M B LY DE-072D

DTC 79
TRANSMISSION FLUID OVERTEMP
Circuit Description:
The Transmission Fluid Temperature (TFT) sensor is a thermistor within the TR pressure switch assembly,
that controls the signal voltage to the PCM. The PCM applies voltage on CKT 1227 to the sensor. When the
transmission fluid is cold, the sensor resistance is high and the PCM will sense high signal voltage.
As the transmission fluid temperature warms to normal transmission operating temperature 100°C (212°F),
the sensor resistance becomes less and the voltage decreases to 1.5 to 2.0 volts.

DTC 79 Will Set When: Signal voltage indicates a transmission fluid temperature greater than 146°C (295°F)
and has not cooled to less than 137°C (295°F) for 30 minutes, and no DTC 58 or 59 set.

Action Taken (PCM will default to): DTC 79 will be stored in the PCM memory but will not turn “ON” the
M IL (Malfunction Indicator Lamp).

DTC 79 Will Clear When: The fault condition(s) no longer exist.

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks for skewed sensor or shorted circuit.
2. This test simulates a DTC 59.

Diagnostic Aids: Check harness routing for a potential short to ground in CKT 1227.
Scan tool TFT displays should rise steadily to about 100°C then stabilize.
Refer to “PCM Intermittent Diagnostic Trouble Codes or Performance ”
The temperature to resistance value scale in SECTION 7A 14A may be used to test the transmission sensor
at the various temperature levels to evaluate the possibility of a “skewed” sensor. A “skewed” sensor could
result in delayed garage shifts or TCC complaints.
Check transmission fluid. Refer to “Fluid Checking Procedure.”
 DTC 79
TRANSMISSION FLUID OVERTEMP
 T R A N S M IS S IO N
W IRING
CONNECTOR PCM
AS S E M B LY
2-3 SHIFT
SO LE N O ID _ _ l 2-3 SHIFT SO LEN O ID
CONTRO L

1223 YEL/BLK E13

1020 PNK- —► TO
IG N ITIO N
SW ITCH L 2-3 SHIFT SO LENO ID
FEEDBACK

SHIFT TO 3-2
SO LENO ID CONTROL
SOLENO ID
TO TCC PW M
SO LENO ID

5 -9 4
*REFER TO PCM W IR IN G (SECTION 3) D E -0 9 9 C / K D

DTC 81
2-3 SHIFT SOLENOID CIRCUIT FAULT
Circuit Description:
Ignition voltage is supplied directly to the 2-3 shift solenoid. The Powertrain Control Module (PCM) controls
the solenoid by providing the ground path through CKT 1223.

DTC 81 Will Set When: The PCM commands the solenoid “ON” and voltage remains high for 2 seconds. The
PCM commands the solenoid “OFF” and voltage remains low for 2 seconds.

Action Taken (PCM will default to): If the solenoid is shorted “OFF” third gear only will occur. If the
solenoid is shorted “ON” second gear only will occur. DTC 81 will be stored in the PCM memory but will not
turn “ON” the M IL (Malfunction Indicator Lamp).

DTC 81 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF” then
“ON.”

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
If the voltage remains high for at least 2 seconds, DTC 81 will set. If the voltage drops for more than two
seconds, DTC 81 will set.
1. This test checks the function of the 2-3 shift solenoid and the internal transmission wiring.
2. This test checks for power to 2-3 shift solenoid from the ignition through the fuse.

Diagnostic Aids: Check all connections at the transmission.

CHART
Refer to “PCM Intermittent Diagnostic Trouble Codes or
1-2 Shift 2-3 Shift
Performance.” Gear Solenoid Solenoid
An open in the ignition feed circuit can cause multiple DTC(s)
1 ON ON
to set.
2 OFF ON
3 OFF OFF
4 ON OFF
 DTC 81
2-3 SHIFT SOLENOID
CIRCUIT FAULT

INSTALL TECH 1 SCAN TOOL.

El RECORD THEN CLEAR DTC(s).
IGNITION "ON." ENGINE "OFF."
ENTER MISC TESTS/TRANSMISSION/2-3 SOLENOID.
COMMAND 2-3 SHIFT SOLENOID "ON"/"OFF" THREE TIMES
WHILE LISTENING AT BOTTOM OF TRANSMISSION PAN
(USE STETHOSCOPE IF NECESSARY).
DOES SOLENOID CLICK WHEN COMMANDED?

NO YES
m
IGNITION "OFF." ELECTRICAL SYSTEM CHECK OK.
DISCONNECT TRANSMISSION WIRING CONNECTOR REFER TO "DIAGNOSTIC AIDS."
ASM. (ADDITIONAL DTCs WILL SET.)
INSTALL J 39775 JUMPER HARNESS/PROBE KIT ON
THE EXTERNAL WIRING CONNECTOR.
IGNITION "ON," ENGINE "OFF."
CONNECT TEST LIGHT FROM CAVITY "E" OF J 39775
TO GROUND.
IS TEST LIGHT "ON"?

YES NO

INSTALL TEST LIGHT FROM CAVITIES "E" TO "B' REPAIR OPEN OR SHORT TO
OF J 39775. GROUND IN THE IGNITION
COMMAND 2-3 SHIFT SOLENOID "ON"/"OFF" VOLTAGE FEED CIRCUIT TO THE
THREE TIMES. TRANSMISSION.
IS TEST LIGHT "ON" WHEN COMMANDED "ON," IF THE FUSE IS OPEN, CHECK THE
AND "OFF" WHEN COMMANDED "OFF"? TRANSMISSION INTERNAL
WIRING HARNESS OR SOLENOID
FOR SHORT TO GROUND.

NO YES
I
CHECK CKT 1223 FOR AN OPEN OR SHORT FROM EXTERNAL TRANSMISSION WIRING
CONTROL MODULE TO TRANSMISSION WIRING CHECK OK
CONNECTOR. REFER TO "INTERNAL WIRING
IF OK, REPLACE CONTROL MODULE. HARNESS CHECK" IN SECTION
7A14A.
 T R A N S M IS S IO N
W IRING
CONNECTOR PCM
AS S E M B LY
1-2 SHIFT
S O LEN O ID “ _ l 1-2 SHIFT SOLENOID
CONTROL
1222 LTG R N E7

1020 P N K — — TO
IG NITIO N
SW ITCH 1-2-SHIFT SOLENO ID
FEEDBACK
TO 3-2
CONTROL
SOLENO ID
TO TCC PW M
SO LENO ID
5 -9 4
PREFER TO PCM W IR IN G (SECTION 3) D E -1 0 1 C / K D

DTC 82
1-2 SHIFT SOLENOID CIRCUIT FAULT
Circuit Description:
Ignition voltage is supplied directly to the 1-2 shift solenoid. The Powertrain Control Module (PCM) controls
the solenoid by providing the ground path through CKT 1222.

DTC 82 Will Set When: The PCM commands the solenoid “ON” and voltage remains high for 2 seconds. The
PCM commands the solenoid “OFF” and voltage remains low for 2 seconds.

Action Taken (PCM will default to): The transmission will only allow second and third gear, or first and
fourth gear. DTC 82 will be stored in the PCM memory but will not turn “ON” the M IL (Malfunction Indicator
Lamp).

DTC 82 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF” then
“ON.”

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
If the voltage remains high for at least 2 seconds, DTC 82 will set. If the voltage drops for more than 2
seconds, DTC 82 will set.
1. This test checks the function of the 1-2 shift solenoid and the internal transmission wiring harness.
2. This test checks for power to 1-2 shift solenoid from the ignition through the fuse.

Diagnostic Aids: Check all connections for the transmission.

CHART
Refer to “PCM Intermittent Diagnostic Trouble Codes or
Performance.” Gear 1-2 Shift 2-3 Shift
Solenoid Solenoid
An open in the ignition feed circuit can cause multiple DTC(s)
1 ON ON
to set.
2 OFF ON
3 OFF OFF
4 ON OFF
 DTC 82
1-2 SHIFT SOLENOID
CIRCUIT FAULT

INSTALL TECH 1 SCAN TOOL.

RECORD THEN CLEAR DTC(s).
IGNITION "ON," ENGINE "OFF."
ENTER MISC TESTS/TRANSMISSION/1-2 SOLENOID.
COMMAND 1-2 SHIFT SOLENOID "ON"/"OFF" THREE TIMES
WHILE LISTENING AT BOTTOM OF TRANSMISSION PAN
(USE STETHOSCOPE IF NECESSARY).
DOES SOLENOID CLICK WHEN COMMANDED?

NO YES

IE!
m
IGNITION "OFF." ELECTRICAL SYSTEM CHECK OK.
DISCONNECT TRANSMISSION WIRING CONNECTOR REFER TO "DIAGNOSTIC AIDS."
ASM. (ADDITIONAL DTCs WILL SET.)
INSTALL J 39775 JUMPER HARNESS/PROBE KIT ON
THE EXTERNAL HARNESS CONNECTOR.
IGNITION "ON," ENGINE "OFF."
CONNECT TEST LIGHT FROM CAVITY "E" OF J 39775
TO GROUND.
IS TEST LIGHT "ON"?

YES NO
~T~
INSTALL TEST LIGHT FROM CAVITIES "E" TO "A' REPAIR OPEN OR SHORT TO GROUND
OF J 39775. IN THE IGNITION VOLTAGE FEED
COMMAND 1-2 SHIFT SOLENOID "ON"/"OFF" CIRCUIT TO THE TRANSMISSION.
THREE TIMES. IF THE FUSE IS OPEN, CHECK THE
IS TEST LIGHT "ON" WHEN COMMANDED "ON," TRANSMISSION INTERNAL WIRING
AND "OFF" WHEN COMMANDED "OFF"? HARNESS OR SOLENOID FOR SHORT
TO GROUND.

NO YES
I r
CHECK CKT 1222 FOR AN OPEN OR SHORT FROM EXTERNAL TRANSMISSION WIRING
THE TRANSMISSION EXTERNAL WIRING CHECK OK.
CONNECTOR TO THE CONTROL MODULE REFER TO "INTERNAL WIRING
CONNECTOR. HARNESS CHECK" IN SECTION
IF OK, REPLACE PCM. 7A14A.
 PCM

DTC 83
TCC PWM SOLENOID CIRCUIT FAULT
Circuit Description:
The TCC PWM is used in combination with the TCC solenoid to regulate fluid to the torque converter, and
is attached to the control valve body within the transmission. The Powertrain Control Module supplies a ground
allowing current to flow through the solenoid coil according to the duty cycle (percentage of ON and “OFF”
time). This current flow through the solenoid coil creates a magnetic field that magnetizes the solenoid core.
The magnetized core attracts the checkball to seat against spring pressure. This blocks the exhaust for the TCC
signal fluid and allows 2-3 drive fluid to feed the TCC signal circuit. The TCC signal fluid pressure acts on the
TCC regulator valve to regulate line pressure and to apply fluid pressure to the torque converter clutch shift
valve. When the TCC shift valve is in the apply position, regulated apply fluid pressure is directed through the
TCC valve to apply the torque converter clutch.

DTC 83 Will Set When:

• The PCM commands the solenoid “ON” and voltage remains high (B+).
or
• The PCM commands the solenoid “OFF” and voltage remains low (zero volts).
• All conditions met for 2 seconds.

Action Taken (PCM will default to):

• Inhibit TCC operation.
• Inhibit 4th gear operation if in hot mode.

DTC 83 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF” then
“ON.”

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test will check if the PCM is commanding the TCC solenoid “ON.”
2. This test will check for voltage to the solenoid.

Diagnostic Aids: Check all connections at the transmission pass-thru connector.

If they are OK, refer to “PCM Intermittent DTC(s) or Performance.”
 DTC 83
TCC PWM SOLENOID
CIRCUIT FAULT

INSTALL TECH 1 SCAN TOOL.

RECORD THEN CLEAR DTC(s).
RAISE AND SUPPORT DRIVE WHEELS.
ENTER MISC TESTS/TRANSMISSION/TCC PWM SOLENOID.
WITH ENGINE AT NORMAL OPERATING TEMPERATURE, SELECT
"D4" AND ACCELERATE TO 25 MPH.
COMMAND THE TCC PWM SOLENOID "ON," WHILE OBSERVING
TCC SLIP SPEED ON TECH 1 SCAN TOOL DISPLAY.
IS TCC SLIP SPEED BETWEEN -20 RPM AND +20 RPM WHILE
COMMANDED "ON"?

NO YES
H I
IGNITION "OFF." ELECTRICAL SYSTEM CHECK OK.
DISCONNECT TRANSMISSION WIRING CONNECTOR REFER TO "DIAGNOSTIC AIDS."
ASM. (ADDITIONAL DTCs WILL SET.)
INSTALL J 39775 JUMPER HARNESS/PROBE KIT ON
THE EXTERNAL WIRING CONNECTOR.
IGNITION "ON," ENGINE "OFF."
CONNECT TEST LIGHT FROM CAVITY "E" OF J 39775
TO GROUND.
IS TEST LIGHT "ON"?

YES NO
I
INSTALL TEST LIGHT FROM CAVITIES "E" TO "U' REPAIR OPEN OR SHORT TO
OF J 39775. GROUND IN THE IGNITION VOLTAGE
COMMAND TCC PWM SOLENOID "ON"/"OFF" FEED CIRCUIT TO THE
THREE TIMES. TRANSMISSION. IF THE FUSE IS
IS TEST LIGHT "ON" WHEN COMMANDED "ON" OPEN, CHECK THE TRANSMISSION
AND "OFF" WHEN COMMANDED "OFF"? INTERNAL WIRING HARNESS OR
SOLENOID FOR SHORT TO GROUND.

NO YES

CHECK CKT 418 FOR AN OPEN OR SHORT FROM EXTERNAL TRANSMISSION WIRING
THE CONTROL MODULE TO THE TRANSMISSION CHECKS OK. REFER TO "INTERNAL
WIRING CONNECTOR. WIRING HARNESS CHECK" IN
IF OK, REPLACE CONTROL MODULE. SECTION 7A14A.
 ON-VEHICLE SERVICE

INTERNAL TRANSMISSION VEHICLE SPEED SENSOR (VSS)

Refer to SECTION 7 of the appropriate service
COMPONENTS
manual for Vehicle Speed Sensor (VSS) service. The
The following list of components will be serviced VSS is located on the transmission or transfer case.
in SECTION 7A14A of the appropriate service
manual. VEHICLE SPEED SIGNAL (VSS)
• 1-2 shift solenoid. BUFFER MODULE
• 2-3 shift solenoid. Refer to SECTION 8 of the appropriate service
• 3-2 control solenoid. manual for vehicle speed signal buffer module
• Pressure control solenoid. replacement. The VSS buffer module is located on the
• TCC solenoid with internal wiring harness. PCM.
• TCC PWM solenoid.
• Any service that requires removal of the pan.
PCM WIRING DIAGRAMS AND
CONNECTOR TERMINAL END VIEWS
EXTERNAL TRANSMISSION All wiring diagrams and terminal identification will
be in SECTION 3.
COMPONENTS
ENGINE COOLANT TEMPERATURE (ECT)
SENSOR
All ECT sensor diagnosis and service will be in
SECTION 3.

ACCELERATOR PEDAL POSITION (APP)

MODULE
A ll APP module diagnosis and service will be in
SECTION 3.
 VOLTMETER - Voltage Position measures amount of voltage. When
connected in parallel to an existing circuit. A digital voltmeter with 10
megohm input impedance is used when circuits require accurate low
voltage readings, and some circuits in the PCM/TCM have a very high
resistance.
AMMETER - When used as ammeter, this meter accurately measures
extrem ely low current flow. Refer to meter instructions for further
information.
• Selector must be set properly for both function and range. DC is
used for most automotive measurements.

OHMMETER - Measures resistance of circuit directly in ohms. Refer

to meter instructions for further information.
• OL display in all ranges indicates an open circuit.
• Zero display in all ranges indicates a short circuit.
• Intermittent connection in circuit may be indicated by digital reading
that will not stabilize.
• Range Switch:
200£2 - Displays ohms directly.
HIGH IMPEDANCE MULTIMETER
2K, 20K, 200K£2 - Displays ohms in thousands.
(DIGITAL VOLTMETER-DVM)
2M and 20MQ - Displays ohms in millions.
J 39200

TECH 1 DIAGNOSTIC SCAN TOOL

A hand-held SCAN tool used to analyze and diagnose the
VC M -A /P C M /T C M control system.

TECH 1 / TECH 1A
3000003 MASS STORAGE CARTRIDGE (With GM 81-95 Powertrain Software)

16/12 PIN NON-OBD II DLC ADAPTER

Used with the TECH 1/TECH 1A to analyze and diagnose
NON-OBD II vehicles equipped with a 16 pin DLC.

3000053

TACHOMETER
Inductive trigger signal pickup type check RPM.

t
^ ach°'.well?

CONNECTOR TEST ADAPTER KIT

Used for making electrical test connections in current Weather
Pack, Metri-Pack and Micro-Pack style terminals.

3 -9 4
J 35616 D E -1 0 5
 CIRCUIT TESTER
Used to check all relays and solenoids before connecting them
to a new PCM. Measures the circuit resistance and indicates
pass or fail via green or red LED. Amber LED indicates current
polarity. Can also be used as a non-powered continuity checker.

J 34636/BT-8405

METRI-PACK TERMINAL REMOVER

Used to remove 150 series Metri-Pack "pull-to-seat" terminals
from connectors.

J 35689-A

WEATHER PACK TERMINAL REMOVER

Used to remove terminals from Weather Pack connectors.

J 28742-A/BT-8234-A

PCM CONNECTOR TERMINAL REMOVER

Used to remove terminal from Micro-Pack connectors.

J 33095/BT-8234-A

4L60-E JUMPER HARNESS

Used with J 39200 to measure circuit voltage, amperage, or
resistance in the transmission through the transmission
connector.

J 39775

TERMINAL REPAIR KIT

Used to replace damaged terminal ends on wiring harnesses.

3-94
J 38125-4 DE-106
 SECTION 10B
4L80-E DIAGNOSTIC TROUBLE CODES
(W IT H TEC H 1® S C A N T O O L D IA G N O S T IC S )
CONTENTS
General Description........................................ 10B- 2
Powertrain Control Module (PCM)............... 10B- 2
Data Link Connector (DLC)......................... 10B- 2
Wiring Harness and Connectors.....................10B- 2
Input Information........................................ 10B- 2
Information Sensors and Switches............. 10B- 2
Transmission Fluid Temperature (TFT)
Sensor................................................ 10B- 4
Transmission Range (TR) Pressure
Switch Assembly................................. 10B- 4
Engine Coolant Temperature (ECT)
Sensor................................................. 10B- 5
Accelerator Pedal Position (APP) Module.... 1OB- 5
Transfer Case Switch Assembly................. 10B- 6
Input Speed Sensor................................... 10B- 6
Vehicle Speed Sensor (VSS)......................10B- 6
Vehicle Speed Signal (VSS) Buffer Module . 10B- 6
Brake Switch........................................... 10B- 7
Output Information......................................10B- 7
1-2 Shift Solenoid.................................... 10B- 7
2-3 Shift Solenoid.................................... 10B- 7
Pressure Control Solenoid (PCS)............... 10B- 7
Torque Converter Clutch (TCC) PWM
Solenoid..............................................10B- 8
Electrical Components..............................10B- 8
Diagnosis....................................................... 10B- 9
PCM Intermittent Diagnostic Trouble Code
or Performance.........................................10B- 9
Clearing History DTC(s)...............................10B- 9
On-Board Diagnostic (OBD) System
Check (with Scan Tool).............................lOB-lO
Transmission TECH 1 Scan Tool Data...........10B-12
Transmission TECH 1 Scan Tool Data
Definitions............................................... 10B-13
4L80-E Transmission Fluid Checking
Procedure................................................. 10B-15
Diagnostic Trouble Code (DTC)
Identification........................................... 10B-16
PCM Wiring Diagram -4L80-E Transmission . 10B-19
4WD Low Switch Signal Check....................10B-20
Transmission Range (TR) Pressure
Switch Assembly Circuit Check................. 10B-22
DTC 24 -Vehicle Speed Sensor (VSS)
Circuit Low (Trans Output Speed Signal)...... 10B-24
DTC 28 -Transmission Range (TR)
Pressure Switch Assembly Fault.................... 10B-26
DTC 37/38 -TCC Brake Switch Stuck “ON”/
TCC Brake Switch Stuck “OFF” ................... 10B-28
DTC 39 -TCC Stuck “OFF” ............................ 10B-30
DTC 52/53 System Voltage High Long/
System Voltage High.................................... 10B-34
DTC 58 -Transmission Fluid Temperature (TFT)
Sensor Circuit Low
(High Temperature Indicated)....................10B-36
DTC 59 -Transmission Fluid Temperature (TFT)
Sensor Circuit High
(Low Temperature Indicated).....................10B-38
DTC 68 -Trans Component Slipping................ 10B-40
DTC 69 -Torque Converter Clutch (TCC)
Solenoid Stuck “ON” ................................... 10B-42
DTC 72 -Vehicle Speed Sensor (VSS) Circuit
Loss (Trans Output Speed Signal)................. 10B-44
DTC 73 -Pressure Control Solenoid (PCS)
Circuit (Current Error)..................................10B-46
DTC 74 -Transmission Input Speed (TIS)
Sensor Circuit.............................................. 10B-48
DTC 75 -System Voltage Low ........................ 10B-50
DTC 79 -Transmission Fluid Overtemp............10B-52
DTC 81 -2-3 Shift Solenoid Circuit Fault......... 10B-54
DTC 82 - 1-2 Shift Solenoid Circuit Fault......... 10B-56
DTC 83 -TCC PWM Solenoid Circuit Fault..... 10B-58
DTC 85 -Undefined Ratio Error.......................10B-60
DTC 86 -Low Ratio Error...............................10B-62
DTC 87 -High Ratio Error...............................10B-64
On-Vehicle Service..........................................10B-66
Engine Coolant Temperature (ECT) Sensor....10B-66
Accelerator Pedal Position (APP) Module..... 10B-66
Vehicle Speed Sensor (VSS)......................... 10B-66
Vehicle Speed Signal (VSS) Buffer Module....10B-66
TDC Offset Program Procedure.....................10B-66
PCM Wiring Diagrams and Connector
Terminal End Views..................................10B-66
Special Tools.................................................. 10B-67
 GENERAL DESCRIPTION
POWERTRAIN CONTROL MODULE (PCM)
12 PIN DLC

Figure 10B-1
B A
The Powertrain Control Module (PCM) is an o G H J M
o
electronic device which monitors various inputs to
control various transmission functions including shift T E R M IN A L IDENTIFICATION
quality and transmission diagnostics. The PCM
receives various input information from sensors,
EBCM D IAG NO STIC
switches, and components to process for use within G RO UND
T E R M IN A L (ANTILO CK)
its control program. Based on this input information, D IAG N O S TIC m E A N D C DATA
the PCM controls various transmission output
functions and devices. The PCM is located within the
m
E H
T E R M IN A L

FUEL PUM P PRIME

L±J (RADIO)

SERIAL DATA
passenger compartment, underneath the right hand side
of the dash.
7-9 4
D E 17-0 0 2 C / K D

Figure 10B-2 - Data Link Connector (DLC)

WIRING HARNESS AND CONNECTORS

Figures 10B-3 and 10B-4
A wiring harness electrically connects the PCM
to various sensors, solenoids, and relays within the
system. M any of the connectors used are
environmentally protected because of the system low
voltages and current levels.

1 ACCESS COVER
7 -9 4
2 PROM (M E M -C A L) D E 1 7 -0 0 1C /K D
Figure 10B-1 - Powertrain Control Module
DATA LINK CONNECTOR (DLC)
Figure 10B-2
This connector is a multiple cavity connector. The
DLC provides the technician a means of accessing
serial data for aid in diagnosis. The DLC allows the
technician to use a scan tool to monitor various systems
and display DTC codes. The DLC connector is located
within the driver’s compartment, normally on the left
side near the steering column.
INPUT INFORMATION
INFORMATION SENSORS AND SWITCHES
The PCM uses the following information sensors
to gather data for electronically controlling
transmission functions.
• Transmission Fluid Temperature (TFT) sensor.
• Transmission Range (TR) pressure switch
assembly.
• Engine Coolant Temperature (ECT) sensor.
• Accelerator Pedal Position (APP) module.
• Transmission or transfer case Vehicle Speed Sensor
(VSS).
• Brake Switch.
• Input Speed Sensor.
 TRANSMISSION ELECTRICAL CONNECTOR

The transmission electrical connector is a very important part

of the transmission operating system. Any interference with
the electrical connection can cause the transmission to set
Diagnostic Trouble Codes (DTCs) and/or affect proper
operation.
VEHICLE HARNESS
The following items can affect the electrical connection:
- Bent pins in the connector from rough handling during
connection and disconnection.
- Wires backing away from the pins or coming uncrimped
(in either internal or external wiring harness).
- D irt contam ination entering the connector when
disconnected.
- Pins in the internal wiring connector backing out of the
connector or pushed out during reconnection.
- Excessive transmission fluid leaking into the connector,
wicking up into the external wiring harness, and degrading
the wire insulation.
- Water/moisture intrusion in the connector.
- Low pin retention in the external connector from excessive
connection and disconnection of the wiring connector
assembly.
- Pin corrosion from contamination.
- Broken/cracked connector assembly.

Points to remember when working with the transmission

wiring connector assembly:

- To remove the connector, squeeze the two tabs toward

each other and pull straight up (Refer to the illustration).
- Carefully limit twisting or wiggling the connector during
removal. Bent pins can occur.
- D O NOT pry the connector off with a screwdriver or
other tool.
- To reinstall the external wiring connector, first orient the
pins by lining up the arrows on each half of the connector.
Push the connector straight down into the transmission
without twisting or angling the mating parts.
- The connector should click into place with a positive feel
and/or noise.
- Whenever the transmission external wiring connector is
disconnected from the internal harness and the engine is
operating DTC(s) w ill set. Clear these DTC(s) after
reconnecting the external connector.
7-94
DE17-003C/KD
 TRANSMISSION FLUID TEMPERATURE (TFT)
SENSOR
Figure 10B-5
The TFT sensor is a thermistor (a device that
changes resistance according to changes in
temperature) used to indicate transmission fluid
temperature. High sensor resistance produces high
signal input voltage which corresponds to low fluid
temperature. Low sensor resistance produces low
signal input voltage which corresponds to high fluid
temperature. The PCM uses the TFT sensor signal
input to determine the following:
• TCC apply and release schedules.
• Hot mode determination.
• Shift quality.
The TFT sensor is part of the internal wiring
harness within the transmission.

TRANSMISSION RANGE (TR) PRESSURE

SWITCH ASSEMBLY
Figure 10B-5
This device is a set of five normally open pressure
switches, that detect fluid pressure within the valve
body passages. The five pressure switches are
connected to three signal circuits referred to as range
signals A, B, C.
C AVITY FUNCTIO N

A 1-2 SHIFT SO LE N O ID CONTRO L CIRCUIT

Valid Combination Chart
B 2-3 SHIFT SO LE N O ID CO NTRO L CIRCUIT
Range Signal A B C
C PRESSURE CONTRO L SO LENO ID (HIGH)
Park ON OFF ON
D PRESSURE CONTRO L SO LE N O ID (LOW) Rev OFF OFF ON
Neutral ON OFF ON
E BOTH SHIFT SO LE N O ID S, TCC SOLENOID,
A N D IG N ITIO N (B+) FEED CIRCUIT D4 ON OFF OFF
D3 ON ON OFF
L T R A N S M IS S IO N FLUID TEM PERATURE
(TFT) S IG N A L CIRCUIT D2 ON ON ON
D1 OFF ON ON
M T R A N S M IS S IO N FLUID TEM PERATURE
(TFT) SENSOR G R O U N D CIRCUIT Illegal OFF ON OFF

RAN GE S IG N A L " A "

Illegal OFF OFF OFF
N

P RANGE S IG N A L " C " Expected Readings

"ON" = B+ "OFF" = 0 Volts
R RAN GE S IG N A L " B "
The com bination of pressure switch states
S TCC PW M SO LE N O ID CONTRO L CIRCUIT
determine the voltage signal (B+ or 0) on each range
signal to the PCM. These three range signals are then
interpreted by the PCM to indicate the transmission
range selected. The transmission range fluid pressure
7-9 4
D E 17-0 0 4 C / K D switch assembly is attached to the control valve body
within the transmission.
 Figure 10B-6 - Engine Coolant Tem perature (ECT)
Sensor

ACCELERATOR PEDAL POSITION (APP)

MODULE
Figure 10B-7
The APP module contains three potentiometers (a
device for measuring an unknown voltage or potential
difference by comparison to a standard voltage). Each
of the APP sensors send a varying voltage to the PCM.
By monitoring the output voltage from the
Accelerator Pedal Position (APP) module, the PCM
Figure 10B-5 - Transmission Range (TR) Pressure
Switch Assembly can determine fuel delivery based on the accelerator
pedal position (driver demand).
ENGINE COOLANT TEMPERATURE (ECT)
SENSOR
Figure 10B-6
The Engine Coolant Temperature (ECT) sensor is
a thermistor (a device that changes resistance
according to change in temperature) used to indicate
engine coolant temperature. High sensor resistance
produces signal input voltage which corresponds to
low engine temperature. Low sensor resistance
produces low signal input voltage which corresponds
to high engine coolant temperature. The PCM uses
the ECT sensor signal to determine the TCC apply
and release schedules. The ECT sensor is attached to
the engine assembly.
TRANSFER CASE SWITCH ASSEMBLY field, an AC voltage is generated in the circuit. This
device is used to provide an output shaft speed signal
This switch assembly is used to indicate the
to the PCM. The PCM uses the vehicle speed sensor
position of the transfer case select lever. When four
signal input to:
wheel drive (4WD) low is selected a ground path is
provided, changing 4WD low input signal from B+ to • Calculate vehicle speed, trans output speed,
0 voltage. The 4WD low signal input is used to correct and TCC slip speed.
the transmission output speed signal from the VSS • Control shift quality.
buffer module to the PCM, to compensate for the The VSS is attached to the output shaft housing.
transfer case gear reduction. This switch is attached
to the transfer case.

INPUT SPEED SENSOR

Figure 10B-8
This device contains a permanent magnet
surrounded by a coil of wire producing a magnetic
field which is interrupted by rotor teeth cut into the
outside diameter of the forward clutch housing. As
the serrations interrupt the magnetic field an AC
voltage is generated in the circuit. This device is used
to provide an input speed signal to the PCM. The PCM
uses the input speed sensor signal input to:
• Calculate TCC slip speed.
• Calculate gear ratio.
VEHICLE SPEED SIGNAL (VSS) BUFFER
MODULE
The vehicle speed signal buffer module (VSS
buffer module) is an electronic device. The VSS buffer
module processes inputs from the vehicle speed sensor
and outputs various signals. The VSS buffer module
outputs a 40 pulse per revolution (PPR) signal. This
40 PPR signal is used by the PCM to determine
transmission output speed. The VSS buffer module is
matched to the vehicle based on transmission, final
drive ratio and tire size. The VSS buffer module is
located on the left hand side of instrument panel
attached to the parking brake lever assembly.

CHART

Gear 1-2 Shift 2-3 Shift

Solenoid Solenoid
Figure 10B-8 - Input/Vehicle Speed Sensor
1 ON OFF

VEHICLE SPEED SENSOR (VSS) 2 OFF OFF

Figure 10B-9 3 OFF ON

This device contains a permanent magnet 4 ON ON
surrounded by a coil of wire producing a magnetic
field which is interrupted by rotor teeth pressed on
the output shaft. As the rotor interrupts the magnetic
BRAKE SWITCH
This electrical switch is used to indicate brake
pedal status. This switch is normally closed when the
brake pedal is not applied. When the brake pedal is
applied the switch will open, changing the signal to
the PCM. The PCM uses this signal to de-energize
the TCC solenoid when brake pedal is applied. The
brake switch is located on the brake pedal mounting
bracket.
OUTPUT INFORMATION
Based on input information, the PCM controls
various transmission output functions and devices
• 1-2 Shift Solenoid.
• 2-3 Shift Solenoid.
• Pressure Control Solenoid (PCS).
• TCC PWM Solenoid.
1-2 SHIFT SOLENOID
Figure 10B-10
This electrical device is used to control fluid flow
acting on the 1-2 and 3-4 shift valves. The solenoid is
a normally open exhaust valve that is used with the
2-3 shift solenoid to allow four different shifting
combinations. The solenoid is attached to the control
valve body within the transmission.
Figure 10B-10 - 1-2 Shift Solenoid and
2-3 Shift Solenoid
2-3 SHIFT SOLENOID
Figure 10B-10
This electrical device is used to control fluid flow
acting on the 2-3 shift valves. The solenoid is a
normally open exhaust valve that is used with the 1-2
shift solenoid to allow four different shifting
combinations. The solenoid is attached to the control
valve body within the transmission.
PRESSURE CONTROL SOLENOID (PCS)
Figure 10B-11
This electrical device is used to control fluid line
pressure by controlling actuator feed limit fluid flow
acting on an internal spool valve and spring pressure.
The solenoid is a normally closed solenoid valve that
controls fluid pressure when operating on a duty cycle.
The solenoid is attached to the control valve body
within the transmission.
1 PRESSURE CONTROL SO LE N O ID
2 ELECTRICAL CONNECTORS
Figure 10B-11 - Pressure Control Solenoid (PCS)
TORQUE CONVERTER CLUTCH (TCC) PWM
SOLENOID
Figure 7OB-12
This electrical device is used to control fluid acting
on the TCC converter clutch valve, which then controls
TCC apply and release. This solenoid is attached to
the control valve body within the transmission. The
TCC PW M solenoid is used to provide smooth
engagement of the torque converter clutch by operating
on a negative duty cycle percent of “ON” time.

Figure 10B-12 - Torque Converter Clutch (TCC) PWM

Solenoid

1 W IR IN G HARNESS A S S E M B LY 5 TORQUE CONVERTER CLUTCH SO LENO ID

2 PRESSURE CO NTRO L SO LE N O ID 6 TR AN SM ISS IO N RANGE (TR) PRESSURE SW ITCH A S S E M B LY
3 1-2 SHIFT SO LENO ID 7 TR AN SM ISS IO N FLUID TEMPERATURE SENSOR
4 2-3 SHIFT SO LENO ID 7-94
DE17-013C/KD
 DIAGNOSIS
The PCM is equipped with a self diagnostic feature PCM INTERMITTENT DIAGNOSTIC TROUBLE
that detects system failures and aids the technician in CODES OR PERFORMANCE
locating a faulty circuit. The PCM has memory for
com paring the various input inform ation to The DTC charts in this section determine if there
programmed information. These conditions are is a fault within the circuit. The fault must be present
described on the facing page of each Diagnostic to locate the problem. If an intermittent condition
Trouble Code (DTC) chart. If a value is not within the occurs, a DTC will be stored in history status, but the
PCM parameters, a DTC will set and default values circuit check will indicate a normal condition. Most
will be used. intermittent conditions are usually a faulty connection
or component. When diagnosing intermittents,
The PCM will continually perform a self diagnosis thoroughly check the suspected circuit for:
check. The PCM can be requested to display any stored
DTC by using a scan tool or manually grounding the • Poor terminal tension.
diagnostic test terminal. When the diagnostic test • Poor seating of connector halves.
terminal of the Data Link Connector (DLC) is • Poor terminal to wire connection.
grounded, the PCM will check the engine speed circuit • Improperly formed or damaged terminals.
input, if the voltage is zero, the PCM will flash DTC
• Improperly installed electrical options.
12 and any other DTC(s) stored. If DTC 12 will not
flash, refer to CHART A-l or CHART A-2 in • Faulty PCM power or ground connection.
SECTION 3 for further diagnostic information. • Intermittent short or open.
• Electrical system surges caused by a defective
| 9 | Important relay, solenoid, or switch. Normally these
conditions w ill occur when the faulty
• Always refer to the “On-Board Diagnosis (OBD) component is operated.
System Check” before proceeding to diagnose the
system.
CLEARING HISTORY DTC(s)
The scan tool will display all stored DTC(s) in All history DTC(s) can be cleared after all repairs
current or history status. A DTC 12 is not a fault have been completed in the following ways:
condition with the ignition “ON,” engine “OFF” When 1. With a scan tool.
the manual grounding procedure is used, the M IL will 2. By removing voltage from the PCM.
flash all DTC(s) stored in the PCM memory (current
3. Fifty ignition cycles with fault removed.
and history). The DTC charts assume the DTC is in
current status. If the DTC is in history status, the fault
may be an intermittent. An “intermittent” DTC is one
which w ill not reset during the current ignition cycle.
The facing page of a DTC chart w ill contain
“DIAGNOSTIC A IDS” to help locate intermittent
conditions.
If a visual (physical) check does not locate the
cause of the fault, J 39200 DVM can be used to test
the suspected circuit. The J 39200 DVM can be used
to check for opens or shorts:
• SHORT TO VOLTAGE - Connect J 39200 to
a known good ground on the DC voltage scale.
• SHORT TO GROUND - Connect J 39200 to
a known good B+ on the DC voltage scale.
• OPEN CIRCUIT - Connect J 39200 to each
end of the circuit on the ohms scale with
voltage removed from the circuit.
 ON-BOARD DIAGNOSTIC (OBD) SYSTEM CHECK
(WITH TECH 1 SCAN TOOL)
Circuit Description:
The “On-Board Diagnostic (OBD) System Check” is an organized approach to identifying a problem created
by a control module system malfunction. It must be the starting point for any driveability complaint diagnosis,
this will direct the service technician to the next logical step in diagnosing the complaint. Understanding the
chart and using it properly will reduce diagnostic time and prevent the unnecessary replacement of good parts.

Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. When the ignition switch is cycled to “ON,” the MIL should turn “ON” briefly, then “OFF” briefly, then
remain “ON” steady. This sequence will determine that the vehicle diagnostics are operational.
2. This step will isolate if the customer complaint is a MIL or driveability problem.
3. Although the control module is powered up, a symptom could exist because of a system fault.
4. Use TECH 1 to aid diagnosis, therefore, serial data must be available. If a PROM (MEM-CAL) error is
present, the PCM may have been able to flash DTC 12/51, but not enable serial data.
5. Although the PCM is powered up, a “Cranks But Will Not Run” symptom could exist because of a PCM or
system problem.
6. This step will isolate if the customer complaint is a MIL or driveability problem with no MIL. Refer to
“Diagnostic Trouble Code Identification” in this section for a list of valid DTC(s). An invalid DTC may be
the result of a faulty scan tool, PROM or PCM.
7. Comparison of actual control system data with the Typical TECH 1 Data Values is a quick check to determine
if any parameter is not within limits. A base engine problem (i.e., advanced cam timing) may substantially
alter sensor values.
NOTICE: The PCM utilizes a 24 pin “Pink” connector, a 32 pin “Pink” connector and a 32 pin “Blue”
connector. The 24 pin “Pink” connector is labeled “A” and “B,” the 32 pin “Pink connector is labeled “C”
and “D” and the 32 pin “Blue” connector is labeled “C” and “D .” When referencing PCM connector pinouts,
the “Blue” PCM connector will be referred to as the “E” and “F” connector.
 ON-BOARD DIAGNOSTIC (OBD)
SYSTEM CHECK
(WITH TECH 1 SCAN TOOL)

IF PCM IS FAULTY AND MUST BE REPLACED, "TDC OFFSET" MUST BE PROGRAMMED INTO THE NEW PCM.
REFER TO "ON-VEHICLE SERVICE" IN THIS SECTION.

* IN SECTION 3
 If after completing the On-Board Diagnostic (OBD) system check and finding the TECH 1Scan Tool diagnostics
functioning properly and no DTC(s) displayed, the “Transmission TECH 1 Scan Tool Values” may be used for
comparison with values obtained on the vehicle being diagnosed. The “Transmission TECH 1 Scan Tool Values”
are an average of display values recorded from normally operating vehicles and are intended to represent what a
normally functioning system would display.
A SCAN TOOL THAT DISPLAYS FAULTY DATA SHOULD NOT BE USED, AND THE
PROBLEM SHOULD BE REPORTED TO THE MANUFACTURER. THE USE OF A FAULTY
SCAN TOOL CAN RESULT IN MISDIAGNOSIS AND UNNECESSARY PARTS
REPLACEMENT.
Only the parameters listed below are used in this manual for diagnosing. If a scan tool displays other parameters,
the values are not recommended by General Motors for use in diagnosing. For further description on the values and
use of the TECH 1 Scan Tool to diagnose PCM inputs, refer to “General Description.” If all values are within the
range illustrated, refer to SECTION 7A14A (4L60-E) or 7A17A (4L80-E) “Functional Test Procedure.”
TRANSMISSION TECH 1 SCAN TOOL DATA
Idle / Lower Radiator Hose Hot / Closed Throttle / Park or Neutral / Closed Loop / Accessories O ff
SCAN Position Units Displaved Typical Data Value Refer to Sec
Engine Speed RPM ± 50 RPM from Desired 3
Trans Output Speed RPM ORPM 10A/10B
Eng Cool Tamp C°/F° 85°C - 105°C (185°F -221°F) 3
Trans Fluid Temp C°/F° 82°C -94°C (180°F -200°F) 10A/10B
** Throt Position Volts 0.3 -0.9V 3
Throttle Angle Percentage 0% 3
Accel Ped Pos 1 Volts 0.35 -0.95V 3
Accel Ped Pos 2 Volts 4.0 -4.5V 3
Accel Ped Pos 3 Volts 3.6 -4.0V 3
# A/B/C RNG Off/On Off/On/Off 10A
* A/B/C RNG Off/On On/Off/On 10B
Trans Range Sw Invalid, Rev,
Drive 4, 3, 2, Low,
Park/Neut Park/Neut 10A/10B
Commanded Gear 1-4 1 10A/10B
** Current Gear 1-4 1 10B
# Adaptable Shift No, Yes No 10A
1-2 Sol, 2-3 Sol Off/On On/On 10A/10B
CTR FDBK 1/2 2/3 Off/On On/On 10A/10B
* Trans Input Speed RPM ± 50 RPM of Engine Speed 10B
# 3-2 Control Sol Percentage 0% 10A
# 3-2 Control FDBK Off/On Off 10A
Hot Mode No, Yes No 10A/10B
TCC PWM Solenoid Percentage 0% 10A/10B
TCC Slip Speed RPM ± 50 RPM from Engine Speed 10A/10B
# TCC Solenoid Off/On Off 10A
CTR FDBK TCC Sol Off/On Off 10A/10B
Desired PCS Amps 1.01 Amps 10A/10B
Actual PCS Amps 1.01 Amps 10A/10B
PCS Duty Cycle Percentage 40% -60% 10A/10B
MPH Km/h 0-255 0 10A/10B
4WD Low Switch No, Yes No 10A/10B
Cruise Engaged No, Yes No 9B
TCC Brake Switch Open/Closed Closed 10A/10B
Kickdown Enabled No, Yes No 10A/10B
* Trans Gear Ratio Ratio 0.00 10B
* Turbine Speed RPM ± 50 RPM of Engine Speed 10B
1-2 Shift Time Seconds 0 10A/10B
2-3 Shift Time Seconds 0 10A/10B
#1-2 Shift Time Error Seconds 0 10A
# Curr Adapt Cell % TP Not Used 10A
Trans Calib ID 0-65535 Internal ID 10A/10B
System Voltage Volts 12.0- 14.5V 10A/10B
# 4L60-E * 4L80-E ** TCM Only
 TRANSMISSION TECH 1 SCAN TOOL DATA DEFINITIONS
ENGINE SPEED - Scan tool displays 0 RPM to
8191 RPM. -This parameter indicates the rotational
speed of the engine expressed as revolutions per
minute.
TRANS OUTPUT SPEED - Scan tool displays
0 RPM to 8191 RPM. -This parameter indicates the
rotational speed of the transmission output shaft
expressed as revolutions per minute.
ENGINE (ENG) COOLANT (COOL)
TEMPERATURE (TEMP) - Scan tool displays a
range of -40°C to 151°C and -40°F to 304°F. -
This parameter is the input signal of the engine coolant
temperature sensor. Engine coolant temperature is high
(151°C) when signal voltage is low (0 volt), and engine
coolant temperature is low (-40°C) when signal voltage
is high (5 volts).
TRANS FLUID TEMP - Scan tool displays a
range of -40°C to 151°C and -40°F to 304°F. -
This parameter is the input signal of the transmission
flu id temperature sensor. Transmission flu id
temperature is high (151°C) when signal voltage is
low (0 volt), and transmission fluid temperature is low
(-40°C) when signal voltage is high (5 volts).
THROTTLE (THROT) POSITION - Scan tool
displays a range of 0.00 volt to 5.10 volts. -
This parameter indicates the signal input of the throttle
position sensor circuit. Low voltage (approximately
.3V to 1.3V) indicates closed throttle, high voltage
(approximately greater than 4.5 V) indicates wide open
throttle.
THROTTLE ANGLE - Scan tool displays a range
of 0% to 100%. -This parameter indicates the signal
input of the throttle position sensor circuit. 0% throttle
angle (low voltage) indicates closed throttle, 100%
throttle angle (high voltage) indicates wide open
throttle.
A/B/C RANGE (RNG) - Scan tool displays
"ON"/"OFF," "ON"/"OFF," "ON"/"OFF" -
These parameters are the three inputs from the
transmission range pressure switch assembly. “ON”
represents a B+ voltage signal, “OFF” represents a 0
voltage signal.
TRANS RANGE SWITCH (SW) - Scan tool
displays a range of invalid, Park/Neutral,
Reverse, Drive 4, Drive 3, Drive 2, and Low. -
This parameter is the decoded status of the three A/B/
C range inputs from the transmission range pressure
switch assembly and represents the position of the
transmission manual valve.
COMMANDED GEAR ~ Scan tool displays a
range of 1,2,3, or 4. -This parameter is the decoded
commanded state of the 1-2 and 2-3 shift solenoids.
CURRENT GEAR - Scan tool displays a range
of 1, 2, 3, or 4. - This parameter is the decoded
commaned state of the 1-2 and 2-3 shift solenoids.
1-2 SOLENOID (SOL) / 2-3 SOLENOID (SOL) -
Scan tool displays "ON"/"OFF." - These
parameters are the commanded status of the 1-2 and
2-3 shift solenoids. “ON” represents a commanded
energized state (current flowing through solenoid).
“OFF” represents a commanded non-energized state
(current not flowing through solenoid).
CONTROL (CTR) FEEDBACK (FDBK) 1/2 2/3 -
Scan tool displays "ON"/"OFF." - These
parameters are the actual states of the 1-2 and 2-3 shift
solenoid driver control circuits. “ON” represents a
driver control signal at 0 voltage. “OFF” represents a
driver control signal at B+ voltage.
TRANS INPUT SPEED - Scan tool displays
0 RPM to 8191 RPM -This parameter indicates the
rotational speed of the transmission input shaft
expressed as revolutions per minute.
HOT MODE - The scan tool will display this value
either “ON” or “OFF.” When displayed “ON,” the
transmission fluid temperature has become greater than
146°C (295°F).
TCC SLIP SPEED - Scan tool displays a range
of -4096 RPM to +4095 RPM. - This parameter is
the difference between transmission input speed and
engine speed. A negative value indicates engine speed
is less than input speed (deceleration). A positive value
indicates engine speed is greater than input speed
(acceleration). A value of zero indicates input speed is
equal to engine speed (TCC applied).
TCC PWM SOLENOID - Scan tool displays a
range of 0% to 100%. - This parameter is the
commanded percentage of “ON” time of the TCC
solenoid. 100% represents an “ON ” (energized)
commanded state. 0% represents (non-energized)
commanded state.
CONTROL (CTR) FEEDBACK (FDBK) TCC SOL
- Scan tool displays "ON/"OFF." -This parameter
is the actual state of the TCC solenoid driver control
circuit. “ON ” indicates a driver control signal at
0 voltage. “OFF” indicates a driver control signal at
B+ voltage.
DESIRED PRESSURE CONTROL SOLENOID
(PCS) - Scan tool displays a range of 0.00 amp
to 1.10 amps. - This parameter is the commanded
current of the pressure control solenoid circuit. 0.00
amp (no current flow) indicates commanded higher
line pressure. 1.10 amps (high current flow) indicates
commanded lower line pressure.
ACTUAL PRESSURE CONTROL SOLENOID
(PCS) - Scan tool displays a range of 0.00 amp
to 1.10 amps. -This parameter is the actual current
of the pressure control solenoid circuit at the control
module. 0.00 amp (no current flow) indicates actual
high line pressure.
PRESSURE CONTROL SOLENOID (PCS) DUTY
CYCLE - Scan tool displays a range of 0% to
100%. - This parameter is the commanded state of
the pressure control solenoid expressed as a percent
of energized on time. 0% indicates zero on time (non­
energized) or no current flow. 100% indicates
maximum on time (energized) or high current flow.
MPH Km/h - Scan tool displays a range of
0 mph to 255 mph. - This parameter is the input
signal from the vehicle speed sensor.
FOUR WHEEL DRIVE (4WD) LOW SWITCH -
Scan tool displays NO/YES - This parameter is
the signal state of the four wheel drive low circuit. NO
indicates a B+ voltage signal (4WD low not requested),
YES indicates a 0 voltage signal (4W D) low
requested).
CRUISE ENGAGED - Scan tool displays NO/
YES. -This parameter is the signal state of the cruise
control “ON”/“OFF” switch. NO indicates a 0 voltage
signal (cruise control not requested). YES indicates a
B+ voltage (cruise control requested).
TCC BRAKE SWITCH - Scan tool displays
OPEN/CLOSED. -This parameter indicates the state
of the TCC brake switch circuit input. Open indicates
a 0 voltage input (brake switch open, brake pedal
applied). Closed indicates a B+ voltage input (brake
switch closed, brake pedal released).
KICKDOWN ENABLED - (Above approximately
75% TPS) - Scan tool displays NO/YES. -This
parameter indicates whether enabling conditions exist
for an acceleration mode downshift. NO indicates
enabling conditions (throttle position, vehicle speed,
input speed, etc.) do not exist for an acceleration mode
downshift. YES indicates enabling conditions exist for
an acceleration mode downshift.
1-2 SHIFT TIME - Scan Tool displays a range
of 0.00 seconds to 6.38 seconds. -This parameter
is the actual time of the last 1-2 shift.
2-3 SHIFT TIME - Scan tool displays a range
of 0.00 seconds to 6.38 seconds. - This parameter
is the actual time of the last 2-3 shift.
TRANS GEAR RATIO - Scan tool displays a
range of 0.00 to 5.00. - This parameter is the
difference between input speed and output speed.
TURBINE SPEED - Scan tool displays a range
of 0 RPM to 8191 RPM. - This parameter indicates
rotational speed of the turbine shaft, expressed as
revolutions per minute.
TRANS CALIBRATION (CALIB) ID - Scan tool
displays a range of 0000 to 9999. - This parameter
is the four digit identification of the transmission
software calibration.
SYSTEM VOLTAGE - Scan tool displays 0.00
volt to 25.5 volts. - This parameter is the battery
ignition voltage input to the control module.
 4L80-E TRANSMISSION FLUID CHECKING PROCEDURE
1. S t a r t e n g in e a n d d r iv e v e h ic le f o r a m in im u m o f 2 4 k m (15 m ile s ) , o r u n t il n o r m a l o p e r a t in g
t e m p e r a tu r e is re a c h e d .
2 . Park vehicle on level ground.
3. M o v e g e a r s e le c to r t o "P A R K ".
4. A p p ly p a r k b ra k e a n d b lo c k w h e e ls .
5. L e t t h e v e h ic le id le f o r 3 m in u t e s w it h a c c e s s o r ie s o ff.
6. Check fluid level, color and condition.

H O T FU LL
N O T E : F L U I D L E V E L T O B E IN C R O S S - H A T C H E D A R E A
O N F L U ID L E V E L IN D IC A T O R B L A D E . C H E C K A T
O P E R A T IN G T E M P E R A T U R E .

7-9 4
D E 17-0 16 C /K D

Fluid Checking Procedure

 D IA G N O S T IC T R O U B L E C O D E (D T C ) ID E N T IF IC A T IO N
The M IL (Malfunction Indicator Lamp) will be “ON” if an emission malfunction exists. If the
malfunction clears, the lamp will go “OFF” and the DTC will be stored in the PCM. Any DTC(s) stored
will be cleared if no problem recurs within 50 engine starts.
PV | Important

• A ll DTC(s) with the sign * are transmission related DTC(s) and have descriptions, diagnostic charts
are in SECTION 10B. Remember, alwavs start with the lowest numerical engine DTC first. When
diagnosing some engine DTC(s), other transmission symptoms can occur.

DTC NUM BER AND SECTION DTC NUM BER AND SECTION
NAME NAME

DTC 13 - Engine Shutoff 3 DTC 25 -Accelerator Pedal 3

Solenoid Circuit Fault Position 2 Circuit High

DTC 14 - Engine Coolant 3 DTC 26 -Accelerator Pedal 3

Temperature (ECT) Sensor Circuit Position 2 Circuit Low
Low (High Temperature Indicated)
DTC 27 -Accelerator Pedal 3
DTC 15 - Engine Coolant 3 Position 2 Circuit Range Fault
Temperature (ECT) Sensor Circuit
High (Low Temperature Indicated) * DTC 28 -Trans Range Pressure 10B
Switch Circuit
DTC 16 -Vehicle Speed Sensor 3
Buffer Fault DTC 29 - Glow Plug Relay Fault 3

DTC 17 - High Resolution 3 DTC 31 -EGR Control -Baro 3

Circuit Fault Sensor Circuit Low (High Vacuum)

DTC 18 -Pump Cam Reference 3 DTC 32 - EGR Circuit Error 3

Pulse Error
DTC 19 - Crankshaft Position
Reference Error
DTC 21 -Accelerator Pedal
Position 1 Circuit High
DTC 22 -Accelerator Pedal
Position 1 Circuit Low
DTC 23 -Accelerator Pedal
Position 1 Circuit Range Fault
* DTC 24 - Vehicle Speed
Sensor Circuit Low
(Output Speed Signal)
DTC 33 -EGR Control -Baro 3
3 Sensor Circuit High
DTC 34 - Inject Timing Stepper 3
3 Motor Fault
DTC 35 - Injection Pulse Width 3
3 Error (Response Time Short)
DTC 36 -Injection Pulse Width 3
3 Error (Response Time Long)
* DTC 37 -TCC Brake Switch 10B
10B Stuck “ON”
* DTC 38 -TCC Brake Switch 10B
Stuck “OFF”

7-94
DE17-017C/KD
 DIAGNOSTIC TROUBLE CODE (DTC) IDENTIFICATION
The M IL (Malfunction Indicator Lamp) w ill be “ON” if an emission malfunction exists. If the
malfunction clears, the lamp will go “OFF” and the DTC will be stored in the PCM. Any DTC(s) stored
will be cleared if no problem recurs within 50 engine starts.
| V | Important

• All DTC(s) with the sign * are transmission related DTC(s) and have descriptions, diagnostic charts
are in SECTION 10B. Remember, alwavs start with the lowest numerical engine DTC first. When
diagnosing some engine DTC(s), other transmission symptoms can occur.

DTC NUMBER AND SECTION DTC NUMBER AND SECTION

NAME NAME

* DTC 39 - TCC Stuck “OFF” 10B * DTC 53 - System Voltage High 10B

DTC 41 - Brake Switch 3 DTC 56 - Injection Pump 3

Circuit Fault Calibration Resistor Error

DTC 42 - Fuel Temperature Circuit 3 DTC 57 - PCM 5 Volt Shorted 3

Low (High Temp Indicated)
DTC 43 - Fuel Temperature Circuit
High (Low Temp Indicated)
DTC 44 - EGR Pulse Width Error
* DTC 58 - Trans Fluid Temp 10B
3 Circuit Low
* DTC 59 - Trans Fluid Temp 10B
3 Circuit High

DTC 45 - EGR Vent Error 3 DTC 61 - Turbo Boost Sensor 3

Circuit High
DTC 46 - Malfunction Indicator 3
Lamp Circuit Fault DTC 62 - Turbo Boost Sensor 3
Circuit Low
DTC 47 - Intake Air Temperature 3
Sensor Circuit Low (High Temp DTC 63 - Accelerator Pedal 3
Indicated) Position 3 Circuit High

DTC 48 - Intake Air Temperature 3 DTC 64 - Accelerator Pedal 3

Sensor Circuit High (Low Temp Position 3 Circuit Low
Indicated)
DTC 65 - Accelerator Pedal 3
DTC 49 - Service Throttle Soon 3 Position 3 Circuit Range Fault
Lamp Circuit Fault
* DTC 68 - Trans Component 10B
DTC 51 - PROM Error 3/1 OB Slipping
(Faulty or incorrect PROM)
* DTC 69 - TCC Stuck “ON” 10B
* DTC 52 - System Voltage High 10B
Long

7 -9 4
D E 17-0 18 C / K D
 DIAGNOSTIC TROUBLE CODE (DTC) IDENTIFICATION
The M IL (Malfunction Indicator Lamp) will be “ON” if an emission malfunction exists. If the
malfunction clears, the lamp w ill go “OFF” and the DTC will be stored in the PCM. Any DTC(s) stored
will be cleared if no problem recurs within 50 engine starts.
|V | Important

• All DTC(s) with the sign * are transmission related DTC(s) and have descriptions, diagnostic charts
are in SECTION 10B. Remember, alwavs start with the lowest numerical engine DTC first. When
diagnosing some engine DTC(s), other transmission symptoms can occur.

DTC NUMBER AND SECTION DTC NUMBER AND SECTION

NAME NAME

DTC 71 - Set/Coast Switch Fault 3 * DTC 86 - Low Ratio Error 10B

* DTC 72 - Vehicle Speed Sensor 10B * DTC 87 -High Ratio Error 10B
Circuit Loss (Output Speed Signal)
DTC 88 -TDC Offset Error 3
* DTC 73 - Pressure Control 10B
Solenoid Circuit (Current Error) DTC 91 - Cylinder Balance Fault 3
#1 Cyl
* DTC 74 -Trans Input Speed (TIS) 10B
Sensor Circuit DTC 92 - Cylinder Balance Fault 3
#2 Cyl
* DTC 75 - System Voltage Low 3
DTC 93 - Cylinder Balance Fault 3
DTC 76 - Resume/Accel Switch 3 #3 Cyl
Fault
DTC 94 - Cylinder Balance Fault 3
DTC 78 -Wastegate Solenoid 3 #4 Cyl
Fault
DTC 95 - Cylinder Balance Fault 3
* DTC 79 -Trans Fluid Overtemp 10B #5 Cyl

* DTC 81 - 2-3 Shift Solenoid 10B DTC 96 - Cylinder Balance Fault 3

Circuit Fault #6 Cyl

* DTC 82 - 1-2 Shift Solenoid 10B DTC 97 - Cylinder Balance Fault 3

Circuit Fault #7 Cyl

* DTC 83 - TCC PWM Solenoid 10B DTC 98 - Cylinder Balance Fault 3

Circuit Fault #8 Cyl

* DTC 84 -Accelerator Pedal 3 DTC 99 -Accelerator Pedal 3

Position Circuit Fault Position 2 (5 Volt Reference Fault)

* DTC 85 - Undefined Ratio Error 10B

7-94
DE17-019C/KD
 PCM
T R A N S M IS S IO N IN PU T
1230 GRY/RED — C12
TR A N S M IS S IO N SPEED S IG N A L (HIGH)
IN PU T SPEED
SENSOR T R A N S M IS S IO N INPU T
1231 D K B L U /W H T - D12
SPEED S IG N A L (LO W )
TO ECT, IAT, CRANK
TO EGR CO NTRO L SH A FT POSITION A N D
PRESSURE/BARO SENSOR BO OST SENSOR
(LESS T H A N 8600 G VW ) TO BARO SENSOR
T R A N S M IS S IO N FLUID (GREATER TH AN
TEM PERATURE (TFT) SENSOR 8600 GVW)
It I
I SENSOR
M 452 BLK - D6
I GROUND
I
\
TFT
1227 BLK/YEL — D13 S IG N A L
I

TCC
TORQUE 1350 DK B L U - E11 SO LE N O ID
CONVERTER
C ONTROL
CLUTCH TRANS
(TCC)
SO LE N O ID
'S iS K i1 10 A M P BULKHEAD
SW ITCH CONNECTOR

■1149 PNK
1-2 SHIFT
SO LE N O ID
1-2 SHIFT

□ 1222 L T G R N E7 SO LE N O ID
C ONTROL

.TR A N S M IS S IO N
W IRING
2-3 SHIFT CONNECTOR
SO LE N O ID
2-3 SHIFT
■1223 Y E L /B L K - E13 SO LE N O ID
C ONTROL

PRESSURE
CO NTR O L 1229 L T B L U /W H T - Cl 1 PCS (LOW )
SO LE N O ID
(PCS)

1228 R E D /B L K - C6 PCS (HIGH)

RANGE
1224 P N K - E8
S IG N A L "A "

RANGE
■1225 DK B L U - E9
S IG N A L "B"

1226 R E D - E10 RANGE

S IG N A L "C"

1493 DK B L U E —| E2 4W D LO W
S IG N A L

T R A N S M IS S IO N RANGE (TR)
PRESSURE SW ITCH A S S E M B LY 4W D LO W ___
SW ITCH (N.O .) —
7 -9 4
REFER TO PCM CONNECTOR T E R M IN A L A N D END VIE W FOR PCM CONNECTOR COLOR. D E 17-0 2 0 C / K D
 4WD LOW SWITCH SIGNAL CHECK
Circuit Description:
The 4WD low circuit consists of a transfer case switch, front axle actuator, and wiring. The PCM supplies a
B+ voltage signal to the transfer case switch on CKT 1493. With 2WD or 4WD HI selected, no ground path is
provided for CKT 1493, and the voltage signal at the PCM will be B+. When 4WD low is selected the transfer
case switch provides a ground for CKT 1493 and the PCM 4WD low signal CKT 1493 will change from B+ to
zero volt. The transfer case switch also completes CKT 50 (B+) to CKT 1296 to provide B+ to the front axle
actuator.

Action Taken (PCM will default to): Failures of the 4WD low circuit can cause many types of complaints
such as: early/late shifts, erratic shifts.

Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic charts.
1. This test checks for proper circuit operation.
2. This test checks for a proper reference signal from the PCM.
3. This test checks the ability of the transfer case switch to ground the reference signal from the PCM.

Diagnostic Aids:
For further information, refer to SECTION 7D of the appropriate service manual. For further information
on the 4WD indicator refer to SECTION 38A of the electrical diagrams in this manual.
©

©
 T R A N S M IS S IO N RANGE (TR)
PRESSURE SW ITCH A S S E M B LY
7 -9 4
D E 17-0 2 3 C /K D

TRANSMISSION RANGE (TR)

PRESSURE SWITCH ASSEMBLY CIRCUIT CHECK
Circuit Description:
The Transmission Range (TR) switch assembly consists of five normally open pressure switches and is
attached to the valve body. The PCM supplies battery voltage to each range signal. By grounding one or more of
these circuits through various combinations of the pressure switches, the PCM detects what manual valve position
has been selected by the vehicle operator. With ignition “ON” and engine “OFF,” P/N will be indicated. When
transmission electrical connector is disconnected, the ground potential for the three range signals to the PCM
will be removed, and with ignition “ON,” D2 will be indicated.

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic charts.
1. This test checks the indicated range signal to the manual valve position actually selected.
2. This test checks for correct voltage from the PCM to the transmission external connector.
3. This test checks for a short to ground from the PCM to the transmission external connector in any one of the
three circuits.

Diagnostic Aids:
Refer to accompanying chart for various A/B/C range
Range Signal A B C
combinations. Check all wiring connectors for proper terminal
tension. Park ON OFF ON
Refer to “TR Pressure Switch Assembly Resistance Check” or Rev OFF OFF ON
Neutral ON OFF ON
“Functional Test Procedure” in SECTION 7A17A of the appropriate
D4 ON OFF OFF
service manual for further information.
D3 ON ON OFF
D2 ON ON ON
D1 OFF ON ON

Illegal OFF ON OFF

Illegal OFF OFF OFF
Expected Readings

"ON" = B+ / "OFF" = 0 volts

 TRANSMISSION RANGE (TR)
PRESSURE SWITCH ASSEMBLY
CIRCUIT CHECK
 VSS S IG N A L BUFFER M O D U LE

2000 VSS INPUT C7 822 LT G RN/BLK — VEHICLE

PULSES SPEED SENSOR
PER (VSS)
VSS INPUT C12 821 PPL/W HT —
MILE
IG N ITIO N IG NITIO N
C9 — *
VSS
FEED SW ITCH PCM
BUFFER
C10
M O D U LE 5V
T R A N S O U TP U T ■OUTPUT SPEED
C13 ■437 BRN ' C15
SPEED S IG N A L
40
PULSES
PER REV
VSS O U T P U T C11 F8 ■VEHICLE SPEED
S IG N A L
VSS BUFFER TO
HARNESS VSS O U T P U T C15 ■824 LT BLU/BLK- SPEEDO
CONNECTOR
(FRONT VIEW ) 1493 - E2 ■4WD
GROUND C8 —
DK BLUE LO W SW ITCH
1 ENGINE r rB+ ^ “‘
~ GROUNDS
* REFER TO PCM W IR IN G D IA G R A M S IN THE BACK OF
7-9 4
TH IS SECTION FOR CIRCUIT N U M B E R S A N D COLORS. D E 17-0 2 5 C / K D

DTC 24
VEHICLE SPEED SENSOR (VSS) CIRCUIT LOW
(TRANS OUTPUT SPEED SIGNAL)

Circuit Description:
The speed sensor circuit consists of a magnetic induction type sensor, a Vehicle Speed Sensor buffer module
and wiring. Gear teeth pressed onto the output shaft induces an alternating voltage into the sensor. This signal is
transmitted to the VSS buffer module. The VSS buffer module compensates for various final drive ratios. The
VSS buffer module will also convert the AC VSS signal into a 40 Pulse Per Revolution (PPR) DC signal on
CKT 437 to indicate transmission output speed.

DTC 24 Will Set When:

• Not in P/N. • MAP is greater than 40 kPa.
• CKT 437 voltage is constant. • TP is between 10% and 100%.
• Engine speed is greater than 3000 RPM. • All conditions met for 3 seconds.
• Output speed is less than 200 RPM. • No DTC(s) 21, 22, 28, 33, or 34.

Action Taken (PCM will default to): Second gear only at maximum line pressure.

DTC 24 Will Clear When: The ignition is cycled “OFF” then “ON.”

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks for voltage to the VSS buffer module.
2. This test checks the ground circuit to the VSS buffer module.
3. This test checks the Vehicle Speed Sensor (VSS) circuit at the VSS buffer module.
4. This test checks for an output speed signal from the VSS buffer module.

Diagnostic Aids:
• DTC 24 w ill set when no vehicle speed is detected at start off.
• DTC 72 will set when vehicle speed has been detected and is lost.
 DTC 24
VEHICLE SPEED SEIMSOR (VSS) CIRCUIT LOW
(TRANS OUTPUT SPEED SIGNAL)
 T R A N S M IS S IO N RANGE (TR)
PRESSURE SW ITCH A S S E M B LY
7-9 4
D E 17-0 2 3 C /K D

DTC 28
TRANSMISSION RANGE (TR) PRESSURE SWITCH ASSEMBLY FAULT
Circuit Description:
The Transmission Range (TR) switch assembly consists of five normally open pressure switches and is
attached to the valve body. The PCM supplies battery voltage to each range signal. By grounding one or more of
these circuits through various combinations of the pressure switches, the PCM detects what manual valve position
has been selected by the vehicle operator. With ignition “ON” and engine “OFF,” P/N will be indicated. When
the transmission electrical connector is disconnected, the ground potential for the three range signals to the
PCM will be removed, and with ignition “ON,” D2 will be indicated.

DTC 28 Will Set When: Range signals “A” and “C” are both zero volts “ON” for 2 seconds.

Action Taken (PCM will default to): Harsh shifts, drive 4 shift control. TCC will be inhibited, and if in hot
mode, there will be no fourth gear. DTC 28 will be stored in the PCM memory but will not turn “ON” the
Malfunction Indicator Lamp (MIL).

DTC 28 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled from “OFF”
then “ON.”

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks the indicated range signal to the manual valve position actually selected.
2. This test checks for correct voltage from the PCM to the transmission external connector.
3. This test checks for a short to ground from the PCM to the transmission external connector in any one of the
three circuits.
Range Signal A B C
Diagnostic Aids:
Park ON OFF ON
DTC 28 w ill set if the PCM detects one of two “Illegal” Rev OFF OFF ON
combinations. Neutral ON OFF ON
Refer to accompanying chart for various A/B/C range D4 ON OFF OFF
combinations. Check all wiring connectors for proper terminal D3 ON ON OFF
tension. D2 ON ON ON
Refer to “TR Pressure Switch Assembly Resistance Check” or D1 OFF ON ON
“Functional Test Procedure” in SECTION 7A17A of the appropriate Illegal OFF ON OFF
service manual for further information. Illegal OFF OFF OFF
Expected Readings
"O N " = B+ / "OFF" = 0 volts
 DTC 28
TRANSMISSION RANGE (TR) PRESSURE
SWITCH ASSEMBLY FAULT
 TCC BRAKE SW ITCH
(N O R M A LLY CLOSED)
PCM

F5 TCC BRAKE
TO <— 420 PPL-
S W S IG N A L
IG N ITIO N 15 A M P
SW ITCH

* REFER TO PCM W IR IN G IN THE BACK OF THIS SECTION. 7-94

D E 17-0 2 8 C / K D

DTC 37/38
TCC BRAKE SWITCH STUCK "ON"/
TCC BRAKE SWITCH STUCK "OFF"
Circuit Description:
The normally closed brake switch supplies a B+ signal on CKT 420 to the PCM. The signal voltage drops to
0 volt when the TCC brake switch is opened (brake pedal applied).

DTC 37 Will Set When:

• CKT 420 is open.
- Vehicle speed is less than 5 mph for greater than 6 seconds.
- Then vehicle speed is between 5 mph and 20 mph for greater than 6 seconds.
- Then vehicle speed is greater than 20 mph for greater than 6 seconds.
- For a total of seven times.

DTC 38 Will Set When:

• CKT 420 has constant voltage.
- Vehicle speed is greater than 20 mph for greater than 6 seconds.
- Then vehicle speed is between 5 mph and 20 mph for greater than 6 seconds.
- For a total of seven times.

Action Taken (PCM will default to):

DTC 37: DTC38:
• No fourth gear in hot mode. • No fourth gear in hot mode.
• No TCC.

DTC 37/38 Will Clear When: Fault condition no longer exists.

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks for voltage at the brake switch.
2. This test checks the brake switch.
3. This test checks CKT 420 at the PCM.

Diagnostic Aids:
• Refer to “PCM Intermittent Diagnostic Trouble Code or Performance.”
• Check customer driving habits and/or unusual traffic conditions (i.e., stop and go, expressway traffic).
 TCC PWM
S O LEN O ID
C O NTR O L
--- » •
7-9 4
D E 17-0 3 0 C / K D

DTC 39
TCC STUCK "OFF"
Circuit Description:
The PCM commands the TCC PWM solenoid “ON” by modulating TCC signal fluid acting on the converter
clutch shift valve. Then TCC apply fluid applies the torque converter clutch.

DTC 39 Will Set When:

• No DTC(s) 28, 71, or 74. • Trans range in D3 or D4.
• TCC is commanded “ON.” • 2nd or 3rd gear.
• TCC slip speed greater than 65 RPM. • All conditions are met for two seconds.

Action Taken (PCM will default to): No 4th gear in hot mode.

DTC 39 Will Clear When: The fault condition no longer exists, and the ignition switch is cycled “OFF” then
“ON.”

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This checks the mechanical and hydraulic operation of the TCC, while commanded “ON” by the PCM.

Diagnostic Aids: Snapshot mode will record 5 data parameters per second.
 DTC 39
TCC STUCK "OFF'

©
 DTC 51
PROM ERROR
(FAULTY OR INCORRECT PROM)

CHECK THAT ALL PINS ARE FULLY INSERTED IN THE SOCKET. IF OK, REPLACE
PROM, CLEAR MEMORY AND RECHECK. IF DTC 51 REAPPEARS, REPLACE PCM.

WHEN ALL DIAGNOSIS AND REPAIRS ARE COMPLETED, CLEAR DTC(s) AND VERIFY PROPER OPERATION.
7-9 4
BLANK
 PCM

BATTERY
*B + < - 440 ORN E1 VO LTAG E
IN PU T

IG N ITIO N
* IG N ITIO N < ------------------------- 439 P N K /B L K ---------------------------------------------------------------------------------------- A1 VO LTAG E
FEED --------- INPU T

* REFER TO PCM W IR IN G IN THE BACK OF THIS SECTION _ _.

FOR SPECIFIC B+ VO LTAG E SUPPLY CIRCUITS. D E 17-0 3 3 C /K D

DTC 52/53
SYSTEM VOLTAGE HIGH LONG/SYSTEM VOLTAGE HIGH
Circuit Description:
Ignition voltage is supplied to the PCM to indicate the ignition status of the ignition switch. Battery voltage
is supplied to the PCM to, in part, maintain memory of learned functions and parameters.

DTC 52 Will Set When:

• The ignition is “ON” and the system voltage is greater than 16 volts.
• All conditions are met for 109 minutes.

DTC 53 Will Set When:

• The ignition is “ON” and the system voltage is greater than 19.5 volts.
• All conditions are met for 2 minutes.

Action Taken (PCM will default to):

• Maximum line pressure.
• 2nd gear.
• Inhibit TCC.

DTC 52/53 Will Clear When: Fault condition no longer exists, and the ignition switch is cycled “OFF” then
“ON.”

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. Normal battery voltage is between 9-15 volts.
2. This test checks if the generator is faulty under load conditions. If the voltage is greater than 15 volts, refer
to SECTION 6D3 of the appropriate service manual.

Diagnostic Aids:
• Charging the battery and jump-starting an engine may set DTC 52/DTC 53. If DTC(s) set when an accessory
is operated, check for faulty connections or excessive current draw. Refer to SECTION 6D3 of the appropriate
service manual for circuit details.
• Check for faulty connections at the starter solenoid or fusible link.
 DTC 52/53
SYSTEM VOLTAGE HIGH LONG/
SYSTEM VOLTAGE HIGH

©
 DTC 58
TRANSMISSION FLUID TEMPERATURE (TFT) SENSOR CIRCUIT LOW
(HIGH TEMPERATURE INDICATED)
Circuit Description:
The TFT sensor is a thermistor that controls the signal voltage to the PCM. The PCM supplies a 5 volt
reference signal to the sensor on CKT 1227. When the transmission fluid is cold, the sensor resistance is high
and the PCM will sense high signal voltage.
As the transmission fluid temperature warms to normal transmission operating temperature 100°C (212°F),
the sensor resistance becomes less and the voltage decreases to approximately 1.5 to 2.0 volts. With a DTC 79
also set, check the transmission cooling system.

DTC 58 Will Set When:

• Signal voltage indicates TFT greater than 151°C (306°F).
• All conditions are met for 1 second.

Action Taken (PCM will default to): The PCM will use a warm default trans fluid temperature value.

DTC 58 Will Clear When: The fault condition(s) no longer exist.

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks for a short to ground or a “skewed” sensor.
2. This test checks for an internal fault within the transmission by creating an open.

Diagnostic Aids: Check harness routing for a potential short to ground in CKT 1227.
Scan tool TFT display should rise steadily to about 100°C (212°F) then stabilize.
Refer to “PCM Intermittent Diagnostic Trouble Codes or Performance.”
The temperature to resistance value scale in SECTION 7A17A may be used to test the TFT sensor at the
various temperature levels to evaluate the possibility of a “skewed” sensor. A “skewed” (mis-scaled) sensor
could result in delayed garage shifts or TCC complaints.
 DTC 58
TRANSMISSION FLUID TEMPERATURE (TFT)
SENSOR CIRCUIT LOW
(HIGH TEMPERATURE INDICATED)

©
 DTC 59
TRANSMISSION FLUID TEMPERATURE (TFT) SENSOR CIRCUIT HIGH
(LOW TEMPERATURE INDICATED)
Circuit Description:
The TFT sensor is a thermistor that controls the signal voltage to the PCM. The PCM supplies a 5 volt
reference signal to the sensor on CKT 1227. When the transmission fluid is cold, the sensor resistance is high
and the PCM will sense high signal voltage.
As the transmission fluid temperature warms to normal transmission operating temperature 100°C (212°F),
the sensor resistance becomes less and the voltage decreases to approximately 1.5 to 2.0 volts.

DTC 59 Will Set When:

• Signal voltage indicates TFT less than -40°C (-40°F).
• All conditions are met for 1 second.

Action Taken (PCM will default to): The PCM will use a warm default trans fluid temperature value.

DTC 59 Will Clear When: The fault condition(s) no longer exist.

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This checks the entire circuit and indicates whether the malfunction is present.
2. This test simulates a DTC 58. If the PCM recognizes the low signal voltage (high temperature), and the scan
tool displays 151°C (305°F) or greater, the PCM and wiring are OK.
3. This test checks if CKT 1227 is open. There should be 5 volts present at the sensor connector if measured
with J 39200.

Diagnostic Aids: Scan tool displays transmission fluid temperature in degrees. After transmission is operating,
the temperature should rise steadily to about 100°C (212°F) then stabilize.
A faulty connection or an open in CKT 452 or CKT 1227 can result in a DTC 59.
The “Temperature to Resistance Value” scale in SECTION 7A17A may be used to check the TFT sensor at
various temperature levels to evaluate the possibility of a “skewed” (mis-scaled) sensor. A “skewed” sensor can
result in firm shifts, or TCC complaints.
 DTC 59
TRANSMISSION FLUID TEMPERATURE (TFT)
SENSOR CIRCUIT HIGH
(LOW TEMPERATURE INDICATED)

©
 CONVERTER
HUB

TURBINE
SHAFT

TL'
a p p l y /r e t u r n :
“ REG a p p l y ;

IGNITION
SWITCH

PCM

PWM
TCC PWM SOLENOID
SOLENOID OFF
CONTROl ^
EX
E11
7-9 4
D E 17-0 3 0 C / K D

DTC 68
TRANS COMPONENT SLIPPING
Circuit Description:
The PCM monitors the difference in engine speed and input speed. With transmission in “drive” and TCC
locked, the scan tool should display engine speed closely matching input speed.
DTC 68 Will Set When:
• No DTC(s) 28, 71, 74. • TCC is locked.
• TCC slip speed greater than 200 RPM. • Not in park/neutral.
• Fourth gear is indicated. • All conditions are met for 2 seconds.

Action Taken (PCM will default to): Diagnostic Aids:

• Inhibit TCC operation.
DTC 68 Will Clear When: The fault condition(s) no
longer exists and the ignition switch is cycled “OFF”
then “ON.”
DTC Chart Test Description: Number(s) below refer
to circled number(s) on the diagnostic chart.
1. This test checks the indicated range signal to the
actual selected range. A faulty switch could set
DTC 68.
2. This test checks the torque converter for slippage
while in a commanded lock-up state.
• Check for deformed connectors at pass-thru
connector.
• DTC 68 will set when going to default (second
gear).
• Refer to “PCM Intermittent DTC(s) or Performance.”
• Refer to SECTION 7A 17A for information on
“Internal Transmission Faults.”
• An intermittent incorrect engine speed signal will
set a DTC 68 if the incorrect signal lasts for greater
than 2 seconds.
• A mechanical failure in the 1-2 shift solenoid (stuck
“OFF”) or 2-3 shift solenoid (stuck “ON”), could
set DTC 68.
 DTC 68
TRANS COMPONENT SLIPPING

©
 TCC PWM
S O LEN O ID
CONTR O L
----- <r •
7-9 4
D E 17-0 3 0 C / K D

DTC 69
TORQUE CONVERTER CLUTCH (TCC) STUCK "ON"
Circuit Description:
The PCM commands the TCC PWM solenoid “ON” by modulating TCC signal fluid acting on the converter
clutch shift valve. Then TCC apply fluid applies the torque converter clutch
DTC 69 Will Set When:
• No DTC(s) 21, 22, 28, 71, 74 are set. Trans range switch indicates D3 or D4.
• TCC slip speed RPM indicates between -5 and +10. Commanded gear indicates 2nd or 3rd gear.
• TCC solenoid is commanded “OFF.” All conditions are met for 2 seconds.
• TP sensor signal is greater than 25%.
DTC 69 Will Clear When: Fault condition no longer exists and the ignition switch is cycled “OFF” then “ON.”
DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks the mechanical state of the TCC. When the PCM commands the TCC solenoid “OFF.” TCC
slip speed should increase.
Diagnostic Aids: If the TCC is mechanically stuck “ON,” vehicle speed is zero, brakes are applied, and D2 is
selected, the TCC fluid will mechanically apply the TCC causing an engine stall.
 DTC 69
TORQUE CONVERTER CLUTCH (TCC) STUCK "ON
 VSS S IG N A L BUFFER M ODULE

2000 VSS INPUT C7 822 LT G RN/BLK VEHICLE

PULSES SPEED SENSOR
PER (VSS)
VSS INPUT C12 821 PPL/W HT —
MILE
IG NITIO N IG NITIO N
C9
VSS
FEED SW ITCH PCM
BUFFER
C10
M O D U LE 5V
TR A N S O U TPU T ■OUTPUT SPEED
C13 — 437 BRN C15
SPEED SIG N A L
40
PULSES
VSS O U TP U T C11 F8 ■VEHICLE SPEED
PER REV
SIG N A L
VSS BUFFER TO
HAR NESS VSS O U TP U T C15 ■824 L T B L U /B L K -
SPEEDO
CONNECTOR
(FRONT VIEW ) GROUND 1493 - E2 ■4WD
C8 —
A . ENGINE DK BLUE LO W SWITCH
" = “ G RO UNDS
C ~B+ * ~ '
* REFER TO PCM W IR IN G D IA G R A M S IN THE BACK OF
7-9 4
THIS SECTION FOR CIRCUIT N U M B E R S A N D COLORS.
D E 17-0 2 5 C / K D

DTC 72
VEHICLE SPEED SENSOR (VSS) CIRCUIT LOSS
(TRANS OUTPUT SPEED SIGNAL)
Circuit Description:
The speed sensor circuit consists of a magnetic induction type sensor, a Vehicle Speed Sensor (VSS) buffer
module and wiring. Gear teeth pressed onto the output shaft induces an alternating voltage into the sensor. This
signal is transmitted to the VSS buffer module. The VSS buffer module compensates for various final drive
ratios. The VSS buffer module will also convert the AC VSS signal into a 40 Pulse Per Revolution (PPR) DC
signal on CKT 437 to indicate transmission output speed.

DTC 72 Will Set When:

• Not in P/N. • In P/N.
- Transmission output speed change is - Transmission output speed change is
greater than 1000 RPM. greater than 2050 RPM.
- Engine speed is greater than 300 RPM. - Engine speed is greater than 300 RPM.
- Conditions met for 2 seconds. - Conditions met for 2 seconds.
- No DTC 28 set. - No DTC 28 set.

Action Taken (PCM will default to): A (soft) delayed landing to second gear and maximum line pressure.

DTC 72 Will Clear When: The ignition is cycled “OFF” then “ON.”

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks for voltage to the VSS buffer module.
2. This test checks the ground circuit to the VSS buffer module.
3. This test checks the Vehicle Speed Sensor (VSS) circuit at the VSS buffer module.
4. This test checks for an output speed signal from the VSS buffer module.

Diagnostic Aids:
• DTC 24 will set when no vehicle speed is detected at start off.
• DTC 72 will set when vehicle speed has been detected and is lost.
 DTC 72
VEHICLE SPEED SENSOR (VSS) CIRCUIT LOSS
(TRANS OUTPUT SPEED SIGNAL)

• INSTALL SCAN TOOL.

• RECORD THEN CLEAR DTC(s).
• RAISE DRIVE WHEELS.
• ENGINE OPERATING.
• TRANSMISSION IN ANY DRIVE RANGE.
• WITH DRIVE WHEELS ROTATING, DOES "TRANS OUTPUT SPEED
INCREASE WITH DRIVE WHEEL SPEED INCREASE?

NO YES
in H I__________
IGNITION SWITCH "ON," ENGINE "OFF." PROBLEM IS INTERMITTENT. REFER
© TRANSMISSION IN PARK. TO "DIAGNOSTIC AIDS."
BACKPROBE VSS BUFFER MODULE HARNESS
CONNECTOR TERMINAL "C9" WITH A TEST LIGHT TO
GROUND.
IS TEST LIGHT "ON"?

n
YES NO
I HZ_______________
BACKPROBE VSS BUFFER MODULE HARNESS REPAIR OPEN IGNITION FEED CIRCUIT
© CONNECTOR TERMINAL "C9" TO TERMINAL "C8 ' TO VSS BUFFER MODULE.
WITH A TEST LIGHT.
IS TEST LIGHT "ON"?

_L_
YES NO
i n X
BACKPROBE VSS BUFFER MODULE HARNESS REPAIR OPEN GROUND CIRCUIT
© CONNECTOR TERMINAL "C7" TO TERMINAL "Cl2" FROM VSS BUFFER MODULE.
WITH J 39200 DVM ON A/C SCALE.
ENGINE OPERATING.
TRANSMISSION IN D3 OR D4 WITH DRIVE WHEELS
ROTATING.
DOES VOLTAGE INCREASE ABOVE 7 VOLTS ON
J 39200 DVM WITH DRIVE WHEEL SPEED INCREASE
ABOVE APPROXIMATELY 10 MPH?

YES NO
ztz z r z __________________
© DOES SCAN TOOL DISPLAY VEHICLE SPEED (MPH)
INCREASE WITH DRIVE WHEEL SPEED INCREASE?
CHECK CKTs 821 OR 822 FOR OPEN
SHORT TO GROUND OR FAULTY
CONNECTIONS. IF OK, REPLACE VSS.
 TR A N S M IS S IO N
W IR IN G
CONNECTOR
A S S E M B LY PCM

C11 PRESSURE CONTRO L

SO LENO ID LO W

C6 PRESSURE CONTRO L
SO LENO ID HIGH

PRESSURE CONTROL
SO LE N O ID (PCS)

7-9 4
D E 1 7-0 4 1C /K D

DTC 73
PRESSURE CONTROL SOLENOID (PCS) CIRCUIT
(CURRENT ERROR)
Circuit Description:
The pressure control solenoid is a PCM controlled device used to regulate transmission line pressure. The
PCM compares TP voltage, engine RPM and other inputs to determine the line pressure appropriate for a given
load. The PCM will regulate the pressure by applying a varying amperage to the pressure control solenoid. The
applied amperage can vary from 0.1 to 1.1 amp. The PCM then monitors the amperage at the return line.

DTC 73 Will Set When: The return amperage varies greater than 0.16 amp from the commanded amperage,
for at least one second, and no DTC 75 stored.

Action Taken (PCM will default to): Full line pressure will be applied causing harsh shifts. DTC 73 will be
stored in the PCM memory but will not turn “ON” the M IL (Malfunction Indicator Lamp).

DTC 73 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF” then
“ON.”

DTC Chart Test Description: Number(s) below refer to Line Pressure

Pressure Control Solenoid
circled number(s) on the diagnostic chart. Current (Amp) (PSD
1. This test checks the ability of the PCM to command the 0.02 157 - 177
pressure control solenoid. 0.10 151 - 176
2. This test checks internal transmission harness and the 0.20 140 - 172
pressure control solenoid for incorrect resistance. 0.30 137 - 162
0.40 121 - 147
Diagnostic Aids: Check for poor connections at PCM and at 0.50 102 - 131
0.60 88-113
transmission connector.
0.70 63-93
If pressure readings differ greatly from the line pressure
0.80 43-73
chart, refer to the Diagnosis Charts contained in SECTION 7A. 0.90 37 - 61
0.98 35 - 55
 DTC 73
PRESSURE CONTROL SOLENOID (PCS) CIRCUIT
(CURRENT ERROR)

INSTALL TECH 1 SCAN TOOL.

© RECORD THEN CLEAR DTC(s).
ENGINE OPERATING, TRANSMISSION IN PARK.
ENTER MISC TESTS/TRANSMISSION/PCS CONTROL.
USING SCAN TOOL, APPLY 1.0 AMPS THRU 0.1 AMPS WHILE
OBSERVING DESIRED PCS AND ACTUAL PCS.
IS ACTUAL PCS READING ALWAYS WITHIN 0.16 AMPS OF
DESIRED PCS?

NO YES
m m

© IGNITION "OFF."
CONNECT OIL PRESSURE GAGE AT TRANSMISSION
LINE PRESSURE TAP. REFER TO SECTION 7A17A.
PROBLEM IS INTERMITTENT. REFER
TO "DIAGNOSTIC AIDS."

SET PARKING BRAKE/TRANSMISSION IN "PARK."

START ENGINE AND ALLOW IT TO WARM AT IDLE.
SCAN TOOL STILL INSTALLED, ENTER MISC. TEST/
TRANSMISSION/PCS CONTROL.
USING SCAN TOOL, INCREASE DESIRED PCS IN 0.1
AMP INCREMENTS (ALLOW PRESSURE TO STABILIZE
FOR 5 SECONDS AFTER EACH CURRENT CHANGE).
COMPARE ACTUAL LINE PRESSURE AND CURRENT
READINGS TO CHART.
NOTICE: TOTAL TIME SHOULD NOT EXCEED
2 MINUTES, OR TRANSMISSION DAMAGE
COULD OCCUR.
DO READINGS MATCH CHART?

YES NO
~l
IGNITION "OFF." • DISCONNECT PCM CONNECTOR.
CHECK TRANS WIRING CONNECTOR • WITH J 39200, CHECK RESISTANCE
TERMINAL TENSION ON THE PCS CIRCUITS. BETWEEN VEHICLE HARNESS
IF OK, REFER TO SECTION 7A17A FOR TERMINALS C11 AND C6 . DOES
INTERNAL PCS CIRCUIT DIAGNOSIS. J 39200 DISPLAY RESISTANCE
BETWEEN 3.5 AND 8 OHMS?

NO YES
m
TRANSMISSION ELECTRICAL REPLACE
CONNECTOR DISCONNECTED, PCM.
CHECK VEHICLE HARNESS
CIRCUITS 1228 AND 1229 FOR
OPEN OR SHORT TO GROUND.
IF NO TROUBLE IS FOUND
REPLACE PCS.
 DTC 74
TRANSMISSION INPUT SPEED (TIS) SENSOR CIRCUIT
Circuit Description:
The TIS sensor consists of a permanent magnet surrounded by a coil of wire. As the forward clutch housing
rotates, an AC voltage is induced in the circuit. The signal voltage and frequency vary directly with the forward
clutch rotational speed.

DTC 74 Will Set When:

• No DTC(s) 24, 28, or 71. • Trans input speed less than 50 RPM.
• Trans range not in park or neutral. • All conditions met for 2 seconds.
• Engine speed greater than 300 RPM.
• Trans output speed greater than 200 RPM.

Action Taken (PCM will default to): No TCC operation.

DTC 74 Will Clear When: The fault condition(s) no longer exist.

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This checks the entire circuit for continuity.
2. This checks the output of the input speed sensor.

Diagnostic Aids: Refer to PCM intermittent DTC(s) or performance.

 DTC 74
TRANSMISSION INPUT SPEED (TIS)
SENSOR CIRCUIT
 PCM

BATTERY
*B + < -----------------------------440 O R N --------------------------------------------------------------------------------------------- E1 VO LTAG E
INPUT

IG N ITIO N
* IG N ITIO N < ------------------------- 439 P N K /B L K ---------------------------------------------------------------------------------------- A1 VO LTAG E
FEED --------- INPUT

* REFER TO PCM W IR IN G IN THE BACK OF THIS SECTION

FOR SPECIFIC B+ VO LTAG E SUPPLY CIRCUITS. DE173j3C/KD

DTC 75
SYSTEM VOLTAGE LOW
Circuit Description:
CKT 440 is the battery feed for the PCM. CKT 439 is the ignition voltage feed for the PCM.

DTC 75 Will Set When: The ignition is “ON” and PCM terminal “A 12” voltage is less than the graduated
scale of: -40°C (-40°F) = 7.3 volts, 90°C (194°F) = 10.3 volts, or 150°C (304°F) = 11.7 volts, with engine speed
greater than 1000 RPM for 4 seconds.

Action Taken (PCM will default to): During the time the failure is present, the pressure control solenoid is
turned “OFF,” soft landing to default second gear and TCC operation is inhibited. (The setting of additional
diagnostic trouble codes may result.) DTC 75 will be stored in the PCM memory but will not turn “ON” the
M IL (Malfunction Indicator Lamp).

DTC 75 Will Clear When: The fault condition(s) no longer exist.

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks for normal battery voltage between 9-15 volts.
2. This test checks if the low voltage display is due to the generator, CKT 440, or PCM, while the engine is
running. If the voltage is less than 8.6 volts, the PCM is OK.

Diagnostic Aids: CKT 440 supplies battery voltage to the PCM.

Charging battery with a battery charger and jump-starting engine may set DTC 52/DTC53. If diagnostic
trouble code sets when an accessory is operated, check for poor connections or excessive current draw. Refer to
SECTION 6D3 of appropriate service manual for circuit details. Also, check for poor connections at starter
solenoid or fusible link.
 DTC 75
SYSTEM VOLTAGE LOW

©
 DTC 79
TRANSMISSION FLUID OVERTEMP
Circuit Description:
The Transmission Fluid Temperature (TFT) sensor is a thermistor that controls the signal voltage to the
PCM. The PCM supplies a 5 volt reference signal to the sensor on CKT 1227. When the transmission fluid is
cold, the sensor resistance is high and the PCM will sense high signal voltage.
As the transmission fluid temperature warms to normal transmission operating temperature 100°C (212°F),
the sensor resistance becomes less and the voltage decreases to approximately 1.5 to 2.0 volts.

DTC 79 Will Set When:

• No DTC 58.
• Trans fluid temp greater than 146°C (295°F).
• All conditions met for 30 minutes.

DTC 79 Will Clear When: The fault condition no longer exists.

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test checks for a “skewed” sensor or shorted circuit.
2. This test simulates a DTC 59.

Diagnostic Aids: Check harness routing for a potential short to ground in CKT 1227.
Scan tool TFT display should rise steadily to about 100°C then stabilize.
Refer to “PCM Intermittent Diagnostic Trouble Codes or Performance.”
The temperature to resistance value scale in SECTION 7A17A may be used to test the transmission sensor
at the various temperature levels to evaluate the possibility of a “skewed” sensor. A “skewed” sensor could
result in delayed garage shifts or TCC complaints.
Check transmission fluid. Refer to “Fluid Checking Procedure.”
 DTC 79
TRANSMISSION FLUID OVERTEMP

©
 T R A N S M IS S IO N

* REFER TO PCM W IR IN G IN THE BACK OF THIS SECTION. DE17547C/KD

DTC 81
2-3 SHIFT SOLENOID CIRCUIT FAULT
Circuit Description:
Ignition voltage is supplied directly to the 2-3 shift solenoid. The PCM controls the solenoid by providing
the ground path through CKT 1223.

DTC 81 Will Set When: The PCM commands the solenoid “ON” and voltage remains high for 2 seconds. The
PCM commands the solenoid “OFF” and voltage remains low for 2 seconds.

Action Taken (PCM will default to): If the solenoid is shorted “OFF” third gear only will occur. If the
solenoid is shorted “ON” second gear only will occur, maximum line pressure, and no TCC. DTC 81 will be
stored in the PCM memory but will not turn “ON” the M IL (Malfunction Indicator Lamp).

DTC 81 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF” then
“ON.”

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
If the voltage remains high for at least 2 seconds, DTC 81 will set. If the voltage drops for more than two
seconds, DTC 81 will set.
1. This test checks the function of the 2-3 shift solenoid and the internal transmission wiring.
2. This test checks for power to 2-3 shift solenoid from the ignition through the fuse.

Diagnostic Aids: Check all connections at the transmission.

CHART
Refer to “PCM Intermittent Diagnostic Trouble Codes or
1-2 Shift 2-3 Shift
Performance.” Gear
Solenoid Solenoid
An open in the ignition feed circuit can cause multiple DTC(s) OFF
1 ON
to set.
2 OFF OFF
3 OFF ON
4 ON ON
 DTC 81
2-3 SHIFT SOLENOID
CIRCUIT FAULT
 T R A N S M IS S IO N

SO LENO ID SO LENO ID

7-9 4
* REFER TO PCM W IR IN G IN THE BACK OF THIS SECTION.
D E 17-0 4 9 C /K D

DTC 82
1-2 SHIFT SOLENOID CIRCUIT FAULT
Circuit Description:
Ignition voltage is supplied directly to the 1-2 shift solenoid. The PCM controls the solenoid by providing
the ground path through CKT 1222.

DTC 82 Will Set When: The PCM commands the solenoid “ON” and voltage remains high for 2 seconds. The
PCM commands the solenoid “OFF” and voltage remains low for 2 seconds.

Action Taken (PCM will default to): The transmission will only allow second and third gear, or first and
fourth gear and maximum line pressure. DTC 82 will be stored in the PCM memory but will not turn “ON” the
M IL (Malfunction Indicator Lamp).

DTC 82 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF” then
“ON.”

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
If the voltage remains high for at least 2 seconds, DTC 82 will set. If the voltage drops for more than 2
seconds, DTC 82 will set.
1. This test checks the function of the 1-2 shift solenoid and the internal transmission wiring harness.
2. This test checks for power to 1-2 shift solenoid from the ignition through the fuse.

Diagnostic Aids: Check all connections for the transmission.

CHART
Refer to “PCM Intermittent Diagnostic Trouble Codes or
Performance.” Gear 1-2 Shift 2-3 Shift
Solenoid Solenoid
An open in the ignition feed circuit can cause multiple DTC(s)
1 ON OFF
to set.
2 OFF OFF
3 OFF ON
4 ON ON
 DTC 82
1-2 SHIFT SOLENOID
CIRCUIT FAULT
 DTC 83
TCC PWM SOLENOID CIRCUIT FAULT
Circuit Description:
The PCM supplies a ground, through an internal Quad-Driver Module (QDM), allowing current to flow
through the solenoid coil according to the duty cycle (percentage of ON and “OFF” time). This current flow
through the solenoid coil creates a magnetic field that magnetizes the solenoid core. The magnetized core
attracts the checkball to seat against spring pressure. This blocks the exhaust for the TCC signal fluid and allows
2-3 drive fluid to feed the TCC signal circuit. The TCC signal fluid pressure acts on the TCC regulator valve to
regulate line pressure and to apply fluid pressure to the torque converter clutch shift valve. When the TCC shift
valve is in the apply position, regulated apply fluid pressure is directed through the TCC valve to apply the
torque converter clutch.

DTC 83 Will Set When:

• The PCM commands the solenoid “ON” and voltage remains high (B+).
or
• The PCM commands the solenoid “OFF” and voltage remains low (zero volts).
• All conditions met for 2 seconds.

Action Taken (PCM will default to):

• Inhibit TCC operation.
• Inhibit 4th gear operation if in hot mode.

DTC 83 Will Clear When: The fault condition(s) no longer exist, and the ignition switch is cycled “OFF” then
“ON.”

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. This test will check if the PCM is commanding the TCC solenoid “ON.”
2. This test will check for voltage to the solenoid.

Diagnostic Aids: Check all connections at the transmission pass-thru connector.

If they are OK, refer to “PCM Intermittent DTC(s) or Performance.”
 DTC 83
TCC PWM SOLENOID
CIRCUIT FAULT
 PCM

7-9 4
D E 17-0 5 3 C / K D

DTC 85
UNDEFINED RATIO ERROR
Circuit Description:
The PCM calculates ratio based on the transmission input speed and output speed sensor readings. The PCM
compares the known transmission ratio to the calculated ratio, for the particular gear range selected.

DTC 85 Will Set When:

• No DTC(s) 21, 22, 24, 28, 71, 72 and 87. IF CALCULATED RATIO IS
• TP is greater than 25%. COMMANDED
• Not in P/N or 4th gear. GEAR LESS THAN MORE THAN
• Engine speed is greater than 300 RPM. 1st 2.38 2.63
• Vehicle speed is greater than 7 mph.
2nd 1.43 1.58
• A ll conditions are met for 2 seconds.
3rd .95 1.05
Action Taken (PCM will default to): REV 1.97 2.17
• Line pressure set to maximum.
• Inhibits TCC operation.

DTC 85 Will Clear When: The condition no longer exists, and the ignition switch is cycled “OFF” then “ON.”

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. An out of range trans range pressure switch could falsely indicate the actual transmission range.
2. This test checks the calculated ratio to determine if the ratio is within the parameters.

Diagnostic Aids: DTC 85 will set when an unknown gearratio is detected for any gear but 4th. Note commanded
gear and incorrect ratio. Check transmission fluid level. Refer to symptom diagnosis charts in SECTION 7A 17A.
 DTC 85
UNDEFINED RATIO ERROR

©
 PCM

7-9 4
D E 17 -0 5 3 C / K D

DTC 86
LOW RATIO ERROR
Circuit Description:
The PCM calculates ratio based on the transmission input speed and output speed sensor readings. The PCM
compares the known transmission ratio to the calculated ratio, for the particular gear range selected.

DTC 86 Will Set When:

• No DTC(s) 21, 22, 24, 28, 71, 72 and 74.
• Not in P, R, N.
• Engine speed greater than 300 RPM.
• TP greater than 25%.
• Vehicle speed greater than 7 mph.
• Trans gear ratio is less than 1.06 in first or second gear.
• All conditions met for 2 seconds.

Action Taken (PCM will default to):

• 2nd gear.
• Line pressure set to maximum.
• Inhibit TCC operation.

DTC 86 Will Clear When: The fault no longer exists, and the ignition switch is cycled “OFF” then “ON.”

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. An out of range trans range pressure switch could falsely indicate the actual transmission range.
2. This test compares the known ratio for a commanded gear to the calculated ratio displayed on the scan tool.

Diagnostic Aids: This DTC will set when trans commanded gear is 1 or 2 and trans is mechanically in 3rd or
4th gear. DTC 81 is used to detect a 2-3 shift solenoid circuit malfunction.
 DTC 86
LOW RATIO ERROR
 PCM

7-9 4
D E 17 -0 5 3 C / K D

DTC 87
HIGH RATIO ERROR
Circuit Description:
The PCM calculates ratio based on the transmission input speed and output speed sensor readings. The PCM
compares the known transmission ratio to the calculated ratio, for the particular gear range selected.

DTC 87 Will Set When:

• No DTC(s) 21, 22, 24, 28, 71, 72 and 74
• TP greater than 25%.
• Not in P, R, N.
• Engine speed greater than 300 RPM.
• Vehicle speed greater than 7 mph.
• Transmission temperature is greater than 20°C.
• Trans gear ratio is greater than 1.42 in 3rd or 4th gear.
• All conditions met for 2 seconds.

Action Taken (PCM will default to):

• 2nd gear.
• Line pressure set to maximum.
• Inhibit TCC operation.

DTC 87 Will Clear When: The fault condition no longer exists, and the ignition switch is cycled “OFF” then
“ON.”

DTC Chart Test Description: Number(s) below refer to circled number(s) on the diagnostic chart.
1. An out of range trans range pressure switch could falsely indicate the actual transmission range.
2. This test compares the known ratio for a commanded gear to the calculated ratio displayed on the scan tool.

Diagnostic Aids: This DTC will set when trans commanded gear is 3 or 4 and trans is mechanically in 1st or
2nd gear. DTC 81 is used to detect a 2-3 shift solenoid circuit malfunction.
 DTC 87
HIGH RATIO ERROR
 ON-VEHICLE SERVICE
ENGINE COOLANT TEMPERATURE (ECT)
SENSOR
All ECT sensor diagnosis and service will be in
SECTION 3.
ACCLERATOR PEDAL POSITION (APP) MODULE
A ll APP module diagnosis and servie will be in
SECTION 3.
VEHICLE SPEED SENSOR (VSS)
Figure 10B-20
Refer to SECTION 7 for Vehicle Speed Sensor
(VSS) service, which is located on the transmission.
Figure 10B-14 - Vehicle Speed Sensor
VEHICLE SPEED SIGNAL (VSS) BUFFER
MODULE
Refer to SECTION 8 for vehicle speed signal
buffer module replacement.
The VSS buffer module is located on the left hand
side of instrument panel on the parking brake lever
assembly.
TDC OFFSET PROGRAM PROCEDURE
A ll TDC offset procedures will be in SECTION 3.
PCM WIRING DIAGRAMS AND CONNECTOR
TERMINALS END VIEWS.
All wiring diagrams and terminal identification will
be in SECTION 3.
 VOLTMETER - Voltage Position measures amount of voltage. When
connected in parallel to an existing circuit. A digital voltmeter with 10
megohm input impedance is used when circuits require accurate low
voltage readings, and some circuits in the PCM/TCM have a very high
resistance.
AMMETER - When used as ammeter, this meter accurately measures
extremely low current flow. Refer to meter instructions for further
information.
• Selector must be set properly for both function and range. DC is
used for most automotive measurements.
OHMMETER - Measures resistance of circuit directly in ohms. Refer
tometer instructions for further information.
• OL display in all ranges indicates an open circuit.
• Zero display in all ranges indicates a short circuit.
• Intermittent connection in circuit may be indicated by digital reading
that will not stabilize.
• Range Switch:
200Q - Displays ohms directly.
HIGH IMPEDANCE MULTIMETER 2K, 20K, 200K& - Displays ohms in thousands.
(DIGITAL VOLTMETER-DVM)
J 39200 2M and 20MQ- Displays ohms in millions.

TECH 1 DIAGNOSTIC SCAN TOOL

A hand-held SCAN tool used to analyze and diagnose the
VCM-A/PCM/TCM control system.

3000003 MASS STORAGE CARTRIDGE (With GM 81-95 Powertrain Software)

16/12 PIN NON-OBD II DLC ADAPTER

Used with the TECH 1/TECH 1A to analyze and diagnose
NON-OBD II vehicles equipped with a 16 pin DLC.

3000053

TACHOMETER
Inductive trigger signal pickup type check RPM.

CONNECTOR TEST ADAPTER KIT

Used for making electrical test connections in current Weather
Pack, Metri-Pack and Micro-Pack style terminals.

7-9 4
J 35616 D E 17-0 5 8 C /K D
 CIRCUIT TESTER
Used to check all relays and solenoids before connecting them
to a new PCM. Measures the circuit resistance and indicates
pass or fail via green or red LED. Am ber LED indicates current
polarity. Can also be used as a non-powered continuity checker.

J 34636/BT-8405

METRI-PACK TERMINAL REMOVER

Used to remove 150 series Metri-Pack "pull-to-seat" terminals
from connectors.

J 35689-A

WEATHER PACK TERMINAL REMOVER

Used to remove terminals from Weather Pack connectors.

J 28742-A/BT-8234-A

PCM CONNECTOR TERMINAL REMOVER

Used to remove terminal from Micro-Pack connectors.

J 33095/BT-8234-A

JUMPER HARNESS
Used with J 39200 to measure circuit voltage, amperage, or
resistance in the transmission through the transmission
connector.

J 39775

TERMINAL REPAIR KIT

Used to replace damaged terminal ends on wiring harnesses.

7-9 4
J 38125-4 D E 17-0 5 8 C /K D

CRANKCASE VENTILATION SYSTEM
General Description.................... ...................., 11-1
Diagnosis ............................................ ......... . . . 11-2
CDR Valve Test..............................................11-2
GENERAL DESCRIPTION
The crankcase ventilation system used on diesel engines is
designed to maintain a slightly negative (vacuum) crankcase
pressure across the speed range. The system consists of a
Crankcase Depression Regulator (CDR) valve, located on the
right valve cover and the attaching vent hose/pipes to the
engine inlet system. The CDR valve is used only to regulate
crankcase pressure between 0" and -4" water depression over
the engine speed range. The CDR valve IS NOT an oil
separator or a crankcase effluent flow regulator. Hence, the
CDR valve DOES NOT prevent oil droplets/mist from entering
the intake system, nor does it effect engine oil consumption.
1 CRANKCASE VAPORS TO INDUCTION SYSTEM
2 INLET MANIFOLD RUNNERS
3 BLOWBY LEAKAGE AT VALVES AND PISTON
4 CRANKCASE DEPRESSION REGULATOR VALVE
V CRANKCASE VAPORS
8S
SECTION 11
CONTENTS
On-Vehicle Service ....................................... . 11-3
CDR Valve and Hoses . . . . . . . . . . . . . . . ___11-3
Parts Information ................................................. 11-3
The intake manifold vacuum acts against a spring loaded
diaphragm to control the flow of crankcase gases (Figures 11-1
and 11-2). Higher intake vacuum (or high intake restriction,
e.g. plugged air filter) levels pull the diaphragm closer to the
top of the outlet tube. This reduces the vacuum level from
getting too high in the crankcase. As the intake vacuum
decreases, the spring pushes the diaphragm away from the top
of the outlet tube to prevent the crankcase pressure from going
positive.
1 COVER
2 DIAPHRAGM
3 BODY
4 SPRING
5 OUTLET TUBE (GASES TO INTAKE MANIFOLD)
6 INLET PORT (GASES FROM CRANKCASE)
3982-6E 9S 5609 - 6E
 DIAGNOSIS
CDR VALVE TEST 2. NON TURBO -Disconnect CDR hose from CDR valve in
rocker cover so valve can vent freely to atmosphere.
The purpose of the CDR valve is to maintain 0 to -4
TURBO -Unplug rubber vent tube from turbo inlet elbow.
inches of water vacuum in the crankcase at all engine speeds,
assuming that piston/ring combustion blow by is not excessive
NOTICE: Do Not allow any foreign material to enter
(less than 4 cfm). Too little vacuum will tend to force oil leaks.
inlet system where CDR valve vent hose has been
The CDR valve is checked with a water manometer. The
disconnected.
U'tube manometer (Figure 11-3) indicates pressure or vacuum
by the difference in the height of the two columns of fluid.
Run engine through no-load speed range (gear selector in
If the crankcase vacuum is too high (greater than
park) and observe manometer readings. If manometer
-4// water), dirt or dust can more likely be pulled into the
reading is +4" water or less positive pressure, reconnect
crankcase cavity (pulled through front/rear crankcase seal,
CDR system and proceed to Step 4. If manometer reading
etc...) and contaminate the oil. If the crankcase pressure is
is higher than +4" water positive pressure, refer to
positive, engine oil leaks are more likely to occur around
SECTION 6A.
engine seals and gaskets.
Install air cleaner.
5. Start engine and observe manometer reading. It should
1. Connect one end of the manometer to the engine oil
read zero to one inch (0-1") of water (vacuum) at idle to
dipstick hole. The other end of the manometer is vented to
approximately 3-4 inches of water (vacuum) at 2000 RPM.
atmosphere.
Add the amount that the manometer column travels up, to
the amount that the column travels down to obtain total
water pressure (vacuum). An example of a manometer
reading is as follows: One-half inch above zero plus
one-half inch below zero equals one inch vacuum reading
C/2" + V2 " = 1") (Figure 11-3).

1 CRANKCASE DEPRESSION REGULATOR VALVE

2 ENGINE OIL DIPSTICK TUBE

3 VENT TO ATMOSPHERE

4 MANOMETER-J 23951

5 1/2" ABOVE ZERO (SEE EXAMPLE)

6 1/2" BELOW ZERO (SEE EXAMPLE) 8S 3980-6E

 ON-VEHICLE SERVICE
CDR VALVE AND HOSES PARTS INFORMATION
Figures 11-4 and 11-5
PART NAME GROUP
NOTICE: Do Not allow any solvent to come in
contact with the diaphragm of the crankcase depression Valve, C/Case Depr Reg ....................................... 1.745
regulator valve, because the diaphragm will fail. Hose, C/Case Depr Reg VIv ................................. 1.762

The crankcase depression regulator valve is replaced as an

assembly. Replace hoses as required, if inspection indicates
cracks or decay.
Refer to SECTION OB in appropriate service manual for
diesel crankcase ventilation system maintenance requirements.

|~ n TUBE

m HOSE

m GROMMET

NS 15739
BLANK
 SECTION 12
AIR INTAKE SYSTEM
CONTENTS
General Description.......................................... ..12-1 Air Cleaner Filter Replacement (Turbo) . . . 12-2
Diagnosis .............................................................12-1 Air Cleaner Replacement
Air Cleaner Filter ........................................ ..12-1 (Non Turbo)..............................................12-3
On-Vehicle Service .......................................... ..12-1 Air Cleaner Replacement (Turbo) ...............12-3
Air Cleaner Filter Replacement Resonator Replacement ............................. ..12-3
(Non T u rb o )................................................12-1 Parts Information .............................................. ..12-3

GENERAL DESCRIPTION burst of flame and possibly other fire in

the engine compartment. On vehicles with
The air intake system is used to direct cool air from the diesel engines, do not use starting
exterior of the engine compartment to the intake manifold. An fluids-immediate engine damage can
air cleaner is incorporated into the system to keep dirt from result. Also take care not to let objects fall
entering the engine. Some applications also have a PCM into the engine if the air cleaner is
controlled turbocharger to increase power, improve driveability removed. If the engine is running, suction
and reduce emissions. Refer to SECTION 6J of the appropriate can pull loose objects into the engine.
service manual for more information on the turbocharger. Objects pulled or dropped into the engine
can cause costly engine damage.
DIAGNOSIS
AIR CLEANER FILTER REPLACEMENT
A restricted or leaking air intake system could cause loss of (NON TURBO)
power and engine damage.
NOTICE: Extreme care should be taken when
removing the air cleaner filter. Remove the air cleaner
• j Inspect filter slowly to prevent dirt from falling into the engine.
• Air cleaner filter for damage or excessive dirt Failure to do so can cause engine damage.
accumulation. Replace if necessary.
• Air inlet elbow and CDR tube for damage or cracks,
Remove or Disconnect
replace if necessary.

AIR CLEANER FILTER Figure 12-1

Refer to SECTION OB of the appropriate service manual 1. Wing nuts.

for change intervals. Operation of the vehicle in dusty areas 2. Air cleaner cover from the base.
will necessitate more frequent replacement. 3. Air cleaner filter.
4. All accumulated dirt from the base.

ON-VEHICLE SERVICE
Inspect
CAUTION: The air cleaner also functions Air cleaner filter for damage or excessive dirt
as a flame arrestor in the event of engine accumulation. Replace as necessary.
backfire. The air cleaner should be • Seals or gaskets for damage.
installed at all times unless its removal is
necessary for repair or maintenance. To
help reduce the risk of personal injury and
property damage, be sure that no one is
near the engine compartment before Figure 12-1
starting the engine with the air cleaner
removed. If engine backfire occurs with 1. Air cleaner filter.
the air cleaner removed, there could be a 2. Air cleaner cover
3„ Wing nuts.
 AIR CLEANER FILTER REPLACEMENT
(TURBO)

+ + Remove or Disconnect

Figures 12-2 and 12-5

1. Crankcase Depression Regulator (CDR) hose from air inlet
elbow.
2. Air inlet elbow from turbocharger and air cleaner.
3. Clips holding air cleaner cover to the housing.
4. Air cleaner filter.

^9 Inspect
► Air cleaner filter for damage or excessive dirt
accumulation. Replace if necessary.
• Air inlet elbow and CDR tube for damage or cracks,
replace if necessary.

Install or Connect

Figures 12-2 and 12-5

1. Air cleaner filter.
2. Air cleaner cover to housing and clip into place.
3. Air inlet elbow to air cleaner cover and turbocharger.

1 ASSEMBLY, AIR CLEANER

2 CDR, VALVE

3 ELBOW, AIR INLET

NS 15741
 Tighten
• Clamps to 1.7 N m (15 lb. in.).
4. CDR valve into air inlet elbow.

AIR CLEANER REPLACEMENT (NON TURBO)

Remove or Disconnect
B
Figure 12-1
1. Wing nuts and washer.
2. Air cleaner cover off assembly.
3. Air cleaner filter.
4. Air intake duct off snorkel section of assembly.
5. Lift air cleaner assembly up and disconnect EGR hose
from both EGR valve and control valve.
6. Seal.

AIR CLEANER REPLACEMENT (TURBO)

Figure 12-2
1. CDR hose.
2. Air intake duct.
3. Air cleaner mounting bolts.

1% Inspect
• EGR hose for cracks or binds. 1 DUCT ADAPTER
• Seals for damage. 2 RESONATOR ASSEMBLY
• Air cleaner filter for damage or excessive dirt 3 BOLT
accumulation. Replace any part which shows any of the
above conditions.
6-22-94
B Install or Connect
RS 22151

1. Air cleaner mounting bolts. Figure 12-3 - Air Intake (Non Turbo)

^ Tighten
• Bolt to 12 N m (96 lb. in.).
2. Air intake duct. Figure 12-3
3. CDR hose. 1. Resonator (5) to the vehicle.
2. Resonator clamp bolt (1).
RESONATOR REPLACEMENT
Tighten
Remove or Disconnect • Bolt to 10 N m (89 lb. in.).
3. Air intake duct (6).
Figure 12-3
1. Air intake duct.
2. Resonator clamp bolt.
3. Resonator from the vehicle.
 1 DUCT, FRONT AIR INTAKE I VIEW A |

2 ASSEMBLY, FRONT RH FENDER

NS 15743
Figure 12-4 - Air Intake Duct Adapter (Turbo)

PARTS INFORMATION
PART NAME GROUP
Air Cleaner.............................................................. ..3.402
Element (Paper)...................................................... ..3.410
Nut, A / C l................................................................ ..3.403
Seal, Air C leaner.................................................... ..3.403

Figure 12-5 - Air Cleaner Mounting (Turbo)

 SECTION 13
SPECIAL TOOLS
CONTENTS
General Description........................................ 13-1 Special Tools (1 of 3) ................................... 13-2
Scan Tool......................................................... 13-1

GENERAL DESCRIPTION
The special tools required for service of the fuel and
emission systems are illustrated in Figures 13-1 through 13-3.
These tools will be needed in specialized procedures listed in
other sections. The knowledge of the tool’s abilities and
limitations must be known before they are used. This
knowledge should include scan tool operation, proper use of
test lights, use of jumper wires to bypass components for circuit
tests and proper usage of a digital multimeter.
Diagnostic Trouble Code (DTC) charts incorporate
diagnosis procedures using a DLC scan tool when possible.
Some electronic control modules use three modes for
transmitting information but some only read data in the open
mode. For further information on use of the scan tool, refer to
SECTION 3. Special service tools that are shown in this service
manual that have tool product numbers beginning with “ J” or
“BT” are available for worldwide distribution from:

SCAN TOOL Kent-Moore

SPX Corporation
The Data Link Connector (DLC) under the dash near the 29784 Little Mack
steering column allows an easy link for connecting scan tools to Roseville, M I 48066-2298
the system. There are several scan tools available for reading 1-800-345-2233
this information. Mon.- Fri. 8:00 a.m. -5:00 p.m. EST
Scan tools do not replace the use of diagnostic charts or Telex: 244040 KMTR VR
even locate exactly where a problem is in a given circuit. Fax: 313-578-7375
However, with an understanding of the equipment and the
circuit involved, the tools can be very useful in obtaining General Motors dealers can purchase Tech 1 scan tools and
information which could be more time consuming than with accessories through Kent-Moore at the above address and
other equipment. phone number. Non-General Motors dealer repair facilities can
purchase Tech 1 scan tools and accessories from Kent-Moore at
NOTICE: A scan tool that displays faulty data should the above address or:
not be used and the problem should be reported to the
manufacturer. The use of a faulty scan tool can result in Sun Electric Corporation
misdiagnosis and unnecessary replacement of good parts. One Sun Parkway
Crystal Lake, IL 60014
1-800-CALLSUN (225-5786)
6:45 a.m. -7:00 p.m. CST
 REFER TO USERS MANUAL FOR COMPLETE
INSTRUCTIONS.
VOLTMETER - Voltage position measures magnitude of
voltage when connected in parallel to an existing circuit.
A digital voltmeter with a 10 megohm input impedance is
used because this type of meter will not load down the
circuit and result in faulty readings. Some circuits require
accurate low voltage readings because they have a very
high resistance.
AMMETER - When used as an ammeter, this meter
accurately measures extremely low current flow. Refer
to meter instructions for more information.
..999*9 • Selector must be set properly for both function and
range. DC is used for most automotive measurements.
OHMMETER - Measures resistance of circuit directly in
ohms.
• OL display in all ranges indicates open circuit.
• Zero display in all ranges indicates a short circuit.
• An intermittent connection in a circuit may be
indicated by a digital reading that will not stabilize on
the circuit.
• Range Switch - Automatic and Manual.
HIGH IMPEDANCE MULTIMETER 400Q - Reads ohms directly
(DIGITAL VOLTMETER-DVM) 4KQ, 40KQ, 400K& - Reads ohms in thousands
J 39200 4MQ, 40MQ, 400MS2 - Reads ohms in millions

TECH 1 DIAGNOSTIC SCAN TOOL

(With 81-94 GM Powertrain Software)
A hand-held scan tool used to analyze and diagnose
fuel and emission system. Also can be used to
analyze other systems.

TK 00000-A TECH 1
and cartridge

CONNECTOR TEST ADAPTER KIT

Used to make electrical test connections in current
Weather Pack, Metri-Pack and Micro-Pack style
terminals.

3-10-93
J 35616 MS 9847-6E
 VACUUM PUMP (20 IN. HG. MINIMUM)
Use gage to check vacuum sensors, solenoids and
valves, also used to check fuel supply system.

• J 23738-A
UNPOWERED TEST LIGHT
Used to check wiring for complete circuit and short to
ground or voltage.

34142-A

METRI-PACK TERMINAL REMOVER

Used to remove 150 series Metri-Pack “pull-to-seat”
terminals from connectors.
y
r J 35689

WEATHER PACK TERMINAL REMOVER

Used to remove terminals from W eather Pack
connectors.
J 28742-A/BT-8234-A

PCM CONNECTOR TERMINAL REMOVER

Used to remove terminal from M icro-Pack connectors.
‘= < ^ = = b =
J 33095/BT-8234-A

MANOMETER
Used to check the Crankcase Depression
^ < ^ 9 n (
Regulation (CDR) valve.

JUMPER HARNESS
Used with J 39200 to measure circuit voltage,
amperage, or resistance in the automatic transmission
through the transmission connector.

j 39775

TERMINAL REPAIR KIT

Used to replace damaged terminal ends on wiring
harnesses.

4-18-94
J 38125-A 9S 5628-6E
 FUEL QUALITY HYDROMETER
This is used to check specific gravity (quality) of
diesel fuel.

J 34352

NOZZLE SOCKET
Used to remove and install injection nozzles.

J 29873

MANIFOLD COVER SET

Used to cover intake ports whenever intake is
removed.

J 29664

NOZZLE TESTER
Used to perform injection nozzle tests.

INJECTION PUMP ADJUSTING TOOL

This tool is used to easily rotate injection pump to
correct timing position.

29872

GLOW PLUG CONNECTOR REMOVER/INSTALLER

This tool is used to remove glow plug terminal
connector.

4-20-93
PS 17428
 SECTION 14
ABBREVIATIONS AND GLOSSARY OF TERMS
Abbreviations used in this manual are listed below in
alphabetical order with an explanation of the abbreviation. All
the terms listed below subscribe fully to the S.A.E. requirements
for 1995.
AMPERAGE OR CURRENT ■The rate of flow of electrons
is similar to gallons of water per minute flowing in a water pipe.
ANALOG SIGNAL - An electrical signal which varies in
voltage within a given parameter.
B+ - Battery Positive Terminal (12 volts).
BARO - Sensor which measures atmospheric pressure.
CAPACITOR - An electrical device used to store a temporary
charge.
CATALYTIC CONVERTER - Containing platinum and
palladium to speed up conversion of HC and CO.
CID - CUBIC INCH DISPLACEMENT - Used to describe
engine size.
CO - CARBON MONOXIDE - One of the pollutants found in
engine exhaust.
CONTROL MODULE SYSTEM - Utilizes one of three
control modules (ECM, PCM and VCM) to control air/fuel and
emission systems.
CONTROL SOLENOID - An electrical switching device
used to operate another system.
CRANKCASE VENT VALVE - Prevents fumes in crankcase
from passing into atmosphere.
DIAGNOSTIC TERMINAL - Grounding terminal “B” of
Data Link Connector (DLC) will flash or display a DTC. When
grounded with the engine operating the vehicle will enter the
“Field Service Mode.”
DIAGNOSTIC TROUBLE CODE (DTC) - A specific set of
numbers obtained from flashing the M IL (Service Engine
Soon), or displaying on a scan tool. These DTC(s) are used to
determine the system malfunctions.
DIODE - An electrical device that restricts current flow in
one direction.
DLC - DATA LINK CONNECTOR - Used at the assembly
plant to evaluate the vehicle’s control module system and for
service for diagnostic trouble codes. Also can be used by scan
tools to obtain control module serial data, for service diagnosis.
DVM (10 Meg.) - Digital voltmeter with 10 million ohms
resistance - used for measurement in electronic systems.
EMI OR NOISE -An unwanted signal interfering with another
needed signal; like an electrical razor upsets a television
picture, or driving under high voltage power lines upsets the
AM radio in a vehicle.
ENERGIZE/DE-ENERGIZE - When current is passed
through a coil (energized) such as a solenoid, a plunger is
pulled or pushed. When the voltage to the solenoid is turned
“OFF,” (de-energized), a spring raises or lowers the plunger.
ENGINE COOLANT TEMPERATURE (ECT) SENSOR -
Device that senses the engine coolant temperature, and passes
that information to the control module system.
EXHAUST GAS RECIRCULATION (EGR) - Method of
reducing NOx emission levels.
FEDERAL - Vehicle/engine available in all states
except California.
GROUND - A wire shorted to ground. A common return path
for an electrical circuit. A reference point from which voltage
measurements may be made.
HC - HYDROCARBONS - One of the pollutants found in
engine exhaust. Hydrogen and carbon in gasoline.
HIGH IMPEDANCE DVM - Has high opposition to the flow
of electrical current. Used for reading circuits with low current
flow found in electronic systems.
IGN - IGNITION - Refers to switched ignition voltage.
INPUTS - Information from sources (such as, engine coolant
temperature sensors, exhaust oxygen sensor, etc.) which tell the
control module how the systems are performing.
INSTRUMENT PANEL (l/P) -Contains instrument gages and
indicator lights to indicate performance of the vehicle.
INTAKE AIR TEMPERATURE (IAT) - The control module
converts the resistance of the Intake Air Temperature (IAT)
sensor into degrees. IAT is used by the control module to adjust
fuel delivery and spark based on oncoming air density.
INTERMITTENT -Occurs now and then; not continuously. In
electrical circuits, refers to occasional open, short, or ground.
KILOMETER PER HOUR (km/h) -A metric unit measuring
distance (1000 meters) in one hour.
LITER (L) - A metric unit of capacity.
MALFUNCTION - A fault that causes the system to operate
incorrectly. Typical malfunctions are; wiring harness opens or
shorts, failed sensors, or circuit components.
MALFUNCTION INDICATOR LAMP (MIL) -Lights when a
malfunction occurs in the control module system.
MERCURY (Hg) - A calibration material used as a standard
for vacuum measurement.
MILES PER HOUR (mph) - A unit measuring distance
(5280 feet) in one hour.
MODE - A particular state of operation.
NEWTON METERS (N*m) - A metric unit of force.
NITROGEN NOx - One of the pollutants found in engine
exhaust. Nitrogen that combines with oxygen to form oxides of
nitrogen.
ON-BOARD DIAGNOSTIC SYSTEM CHECK - The
control module will detect malfunctions in the system. If a
malfunction occurs, the control module turns “ON” the MIL
(Service Engine Soon). A diagnostic trouble code can be
obtained from the control module through the MIL (Service
Engine Soon) or scan tool. This DTC will indicate the area of
the malfunction.
OUTPUT - Functions, typically solenoids, which are
controlled by the control module.
PORT - EXHAUST OR INTAKE PORT
POWERTRAIN CONTROL MODULE (PCM) - Used on
some vehicles to control and monitor not only fuel/air ratio and
emissions, but also to control the electronic transmission
operation.
PRESSURE CONTROL SOLENOID (FORMERLY
FORCE MOTOR) - A solenoid used in the transmission to
control shift quality.
PROGRAMMABLE READ ONLY MEMORY (PROM) -
An electronic component which is specifically programmed to
each vehicle model for control of fuel and emissions. The
PROM is located in the control module.
PULSE WIDTH MODULATED (PWM) - A device operated
by a digital signal controlled by the time duration the device is
turned “ON” or “OFF.”
QUAD-DRIVER -A “chip” device that is capable of operating
four separate outputs. Some have digital and some have pulse
width modulated control.
RESISTANCE - The ability of a circuit to limit current flow;
like a restriction in a water pipe.
REVOLUTIONS PER MINUTE (RPM) - A measure of
rotational speed.
TACHOMETER (TACH) - A device for indicating rotational
speed of the crankshaft.
TORQUE CONVERTER CLUTCH - TCC -Control module
controlled solenoid in transmission which positively couples
the transmission to the engine.
V8 - EIGHT CYLINDER ENGINE - Arranged in a “V”.
VACUUM - Less than atmospheric pressure.
VEHICLE SPEED SENSOR (VSS) - Sensor which sends
vehicle speed information to the control module.
VIN - VEHICLE IDENTIFICATION NUMBER - Appears on
a plate attached to the windshield pillar.
VOLT (V) - A measurement of electrical pressure.
VOLTAGE - The pressure of force pushing the current in a
circuit; like pressure in a water pipe.
VSS BUFFER - An electrical signal that is either “ON” or
“O FF’ with no in between.
WIDE OPEN THROTTLE (WOT) - Refers to the throttle
plate or accelerator pedal when fully open.
1-2 SHIFT SOLENOID - Used to shift gears when
commanded by the control module. Used on 4L60E and 4L80E
electronic transmissions.
2-3 SHIFT SOLENOID - Used to shift gears when
commanded by the control module. Used on 4L60E and 4L80E
electronic transmissions.
 A Cap, Fuel Filler ................................................4-3
Abbreviations and Glossary of T erm s...........14-1
A/C Signal
General Description .....................................3-8
Diagnosis.......................................................3-19
Accelerator Control System
General Description .....................................4-7
Accelerator Pedal Position (App) Module
General Description .....................................3-5
Diagnosis............................. ......................... 3-17
On-Vehicle S ervice...................................... 4-24
Checking or Adjusting Injection Timing . . . 4-23
Air Cleaner
Replacement (Non Turbo) ..........................12-3
(Turbo)....................................................... 12-3
Air Cleaner Filter
Diagnosis....................................................... 12-1
Replacement (Non Turbo) ..........................12-1
(Turbo)............................... ............... . 12-2
Air Intake System
General Description .....................................12-1
Diagnosis....................................................... 12-1
On-Vehicle S ervice ...................................... 12-1
Automatic Transmission ...................................10-1
Automatic Transmission Sensors and Signals
General Description .....................................3-8,
10A-2,
10B-2
B Combustion N o is e ............................................ 2-10
Basic Knowledge and Tools Required...........1-2
Blocking Drive W heels.....................................1-2
Boost Sensor
General Description .....................................3-7
Diagnosis....................................................... 3-18
On-Vehicle S ervice...................................... 3-142
Brake Switches
Diagnosis....................................................... 3-18,
10A-6,
10B-5
On-Vehicle S e rvice ...................................... 3-143
Brake Switch Signals
General Description .....................................3-7
Buffer Module, Vehicle Speed Signal (VSS)
General Description .....................................3-7,
10A-6,
10B-5
On-Vehicle S e rvice...................................... 3-143,
10A-58
10B-64
c
Cam Signal, Pump
General Description .....................................3-5
Diagnosis....................................................... 3-18
CDR Valve
T est...............................................................11-2
On-Vehicle S ervice.......................................11-3
Chart A-1
No MIL (Service Engine Soon) .................3-20
Chart A -2
No Scan Data or Will Not Flash or
MIL (Service Engine Soon) “ON”
Steady................................................... 3-22
Chart A-3
Engine Cranks But Will Not Run .............3-24
Chart A-5
Fuel Pump Relay Circuit Diagnosis ......... 3-26
Chatter Test, Injection Nozzle ........................ 4-12
Check, 4WD Low Switch S ignal.................... 10A-20
Check, Restricted Exhaust System.................3-32
Checking or Adjusting Injection T im ing......... 4-23
Checking Procedure, 4L60E Transmission
Fluid .............................................................. 10A-16
Checking Procedure, 4L80E Transmission
Fluid .............................................................. 10B-15
Chuggles............................................................ 2-7
Clearing Diagnostic Trouble Codes ...............3-16
Clearing History DTC(s)................................... 10A-9,
10B-9
Code (DTC) Identification, Diagnostic
Trouble...........................................................3-33,
10A-17
10B-16
Component Locations.......................................1-5
Components, Fuel System ..............................4-2
Components, Internal Transmission ...............10A-58
10B-64
Connectors and Terminals
Micro-Pack..................................................... 3-138
Metri-Pack..................................................... 3-138
Weather Pack................................................3-138
Compact Three ............................................ 3-139
Contains, What This Manual ..........................1-2
Contamination, Fuel System ............................4-7
Testing Procedure.........................................4-7
Control Module, Powertrain (PCM)
General Description ..................................... 3-3,
10A-2,
10B-2
Diagnosis....................................................... 3-17
On-Vehicle Service.......................................3-139
Replacement..................................................3-140
Controls, Transmission..................................... 10-1
Converter Clutch (TCC) Solenoid, Torque . . . 10A-7
Coolant Temperature Sensor, Engine (ECT)
General Description .....................................3-5,
10A-4,
10B-4
Diagnosis....................................................... 3-17
 On-Vehicle S e rvice.......................................3-143,
10A-60
10B-60
Crankcase Ventilation System ........................11-1
Crankshaft Position Sensor
General Description .....................................3-6
Diagnosis....................................................... 3-18
On-Vehicle S e rvice.......................................3-141
Cruise Control Signals
General Description .....................................3-8
Diagnosis....................................................... 3-32
On-Vehicle S e rvice.......................................3-143
Cutoff Mode, Fuel ............................................ 4-2
D Circuit Low ................................................... 3-58
Data Definitions, Engine Tech 1 .................... 3-13
Data Definitions, Transmission Tech 1 ......... 10A-13
10B-13
Data, Transmission Tech 1 ............................. 10A-12
10B-12
Data Values, Typical Tech 1 E ngine.............3-12
Diagnostic Information.......................................3-9
Diagnostic M ode................................................3-15
Diagnostic System Check, On-Board
(O B D ).............................................................3-9
Diagnostic System Check, On-Board
(OBD) (With Tech 1 Scan Tool) ...............3-10,
10A-10
10B-10
Diagnostic Trouble Code (DTC)
Identification ..................................................3-33,
10A-17
10B-16
Diagnostic Trouble Codes, Clearing...............3-16
Diagnostic Trouble Codes, 4L60E
(With Tech 1 Scan Tool Diagnostics)....... 10A-1
Diagnostic Trouble Codes, 4L80E
(With Tech 1 Scan Tool Diagnostics)....... 10B-1
Diagram, PCM Wiring
4L60E Transmission.....................................10A-19
4L80E Transmission.....................................10B-19
Discharge Damage, Electrostatic.................... 3-4
Draining Fuel Tank ...........................................4-15
Draining Water from Fuel Manager/Filter__ 4-12
Driveability Symptoms....................................... 2-1
Drive Wheels, Blocking ................................... 1-2
DTC 1 2 ...............................................................3-15
DTC 13 - Engine Shutoff Solenoid .............. 3-36
DTC 14 - Engine Coolant Temperature (ECT)
Circuit Low (High Temperature Indicated) .. 3-38
DTC 15 - Engine Coolant Temperature (ECT)
Circuit High (Low Temperature Indicated) .. 3-40
DTC 16 - Vehicle Speed Signal (VSS)
Buffer F ault....................................................3-42
DTC 17 - High Resolution Circuit Fault....... 3-44
DTC 18 - Pump Cam Reference Pulse
Error ...............................................................3-46
DTC 19 - Crankshaft Position Reference
Error .......................... .................................. 3-48
DTC 21 - Accelerator Pedal Position (APP) 1
Circuit H igh....... ........................ . . . . . . . . . . 3-50
DTC 22 - Accelerator Pedal Position (APP) 1
Circuit L o w ................................................... 3-52
DTC 23 - Accelerator Pedal Position (APP) 1
Circuit Range Fault .....................................3-54
DTC 24 - Vehicle Speed Sensor (VSS) Circuit
Low (Trans Output Speed Signal).............10A-24
10B-24
DTC 25 - Accelerator Pedal Position (APP) 2
Circuit H igh ................................................... 3-56
DTC 26 - Accelerator Pedal Position (APP) 2
DTC 27 - Accelerator Pedal Position (APP) 2
Circuit Range Fault .....................................3-60
DTC 28 - Transmission Range (TR) Pressure
Switch Assembly Fault ............................... 10A-26
10B-26
DTC 29 - Glow Plug System ........................3-62
DTC 31 - EGR Control Pressure/BARO
Sensor Circuit Low (High Vacuum)........... 3-64
DTC 32 - EGR Circuit E rro r..........................3-66
DTC 33 - EGR Control Pressure/BARO
Sensor Circuit High (Low Vacuum)...........3-68
DTC 34 - Injection Timing Stepper (ITS)
Circuit Fault ................................................3-70
DTC 35 - Injection Pulse Width Error
(Response Time S hort)............................... 3-72
DTC 36 - Injection Pulse Width Error
(Response Time Long) .............................. 3-74
DTC 37 - Brake Switch Stuck “ON” ........... 10A-28
10B-28
DTC 38 - Brake Switch Stuck “OFF” ...........10A-30
10B-28
DTC 39 - TCC Stuck “OFF” ..........................10B-30
DTC 41 - Brake Switch Circuit F a u lt........... 3-76
DTC 42 - Fuel Temperature Circuit Low
(High Temperature Indicated)......................3-78
DTC 43 - Fuel Temperature Circuit High
(Low Temperature Indicated)......................3-80
DTC 44 - EGR Pulse Width Error ...............3-82
DTC 45 - EGR Vent Error............................. 3-84
DTC 46 - MIL (Service Engine Soon)
Circuit Fault ..... ........................................... 3-86
DTC 47 - Intake Air Temperature (IAT) Circuit
Low (High Temperature Indicated).............3-88
DTC 48 - Intake Air Temperature (IAT) Circuit
High (Low Temperature Indicated).............3-90
DTC 49 - “Service Throttle Soon”
Lamp Circuit Fault .......................................3-92
DTC 51 - PROM Error (Faulty or
Incorrect P R O M ).......................................... 3-95
DTC 52 - System Voltage High Long ......... 10A-32
10B-32
DTC 53 - System Voltage H ig h .................... 10A-34
10B-32
DTC 56 - Injection Pump Calibration
Resistor Error................................................3-96
DTC 57 - PCM 5 Volt Shorted .................... 3-98
DTC 58 - Transmission Fluid Temperature
(TFT) Sensor Circuit Low
(High Temperature Indicated) ................ 10A-36
10B-34
DTC 59 - Transmission Fluid Temperature
(TFT) Sensor Circuit High
(Low Temperature Indicated).................. 10A-38
10B-36
DTC 61 - Turbo Boost Sensor
Circuit H ig h ................................................... 3-100
DTC 62 - Turbo Boost Sensor
Circuit Low ................................................... 3-102
DTC 63 - Accelerator Pedal Position (APP) 3
Circuit H igh................................................... 3-104
DTC 64 - Accelerator Pedal Position (APP) 3
Circuit Low ................................................... 3-106
DTC 65 - Accelerator Pedal Position (APP) 3
Circuit Range Fault .................................... 3-108
DTC 66 - 3-2 Control Solenoid
Circuit Fault ................................................. 10A-40
DTC 67 - Torque Converter Clutch (TCC)
Solenoid Circuit Fault ................ ............... 10A-42
DTC 69 - Torque Converter Clutch (TCC)
Solenoid Stuck “ON” ...................................10A-44
DTC 71 - Set/Coast Switch Fault ................ 3-110
DTC 72 - Vehicle Speed Sensor (VSS)
Circuit Loss (Trans Output Speed
Signal) ......... ................................................ 10A-46
10B-42
DTC 73 - Pressure Control Solenoid (PCS)
Circuit (Current Error) .................................10A-48
10B-44
DTC 74 Trans Input Speed (TIS)
Sensor Circuit ..............................................10B-46
DTC 75 - System Voltage Low .................... 10A-50
10B-48
DTC 76 - Resume/Accel Switch Fault ......... 3-112
DTC 78 - Wastegate Solenoid F ault.............3-114
DTC 79 - Transmission Fluid Overtemp __ 10A-52
10B-50
DTC 81 - 2-3 Shift Solenoid Circuit Fault .. 10A-54
10B-52
DTC 82 - 1-2 Shift Solenoid Circuit Fault ..10A-56
10B-54
DTC 83 - TCC PWM Solenoid
Circuit Fault ................................................. 10B-56
DTC 84 - Accelerator Pedal Position (APP)
Circuit Fault ................................................. 3-116
DTC 85 - Undefined Ratio E rro r .................. 10B-58
DTC 86 - Low Ratio Error. . . . . . . . . . . . . . . . . 10B-60
DTC 87 - High Ratio Error ......... ............... 10B-62
DTC 88 - TDC Offset Error........................... 3-118
DTC 91 - Cylinder Balance Fault ................ 3-119
DTC 92 - Cylinder Balance Fault ..... ..........3-119
DTC 93 - Cylinder Balance Fault ................ 3-119
DTC 94 - Cylinder Balance Fault ____ . . . . . 3-119
DTC 95 - Cylinder Balance Fault ................ 3-120
DTC 96 - Cylinder Balance Fault .................3-120
DTC 97 - Cylinder Balance Fault ................ 3-120
DTC 98 - Cylinder Balance Fault .................3-120
DTC 99 - Accelerator Pedal Position (APP) 2
5 Volt Reference Fault ............................... 3-122
E
Economy, Poor Fuel ........................................ 2-11
(ECT) Sensor, Engine Coolant Temperature
General Description .....................................3-5,
10A-4,
10B-4
Diagnosis....................................................... 3-17
On-Vehicle S ervice.......................................3-141,
10A-58
10B-64
EGR Control Pressure/BARO Sensor
General Description .....................................3-6
Diagnosis.......................................................3-18
On-Vehicle S ervice.......................................3-142
Output C heck.................................... 3-28
EGR Solenoid
On-Vehicle S en/ice.......................................9-2
EGR Solenoid Assem bly................................. 9-1
EGR Solenoid Filter Replacement .................9-2
(EGR) System, Exhaust Gas Recirculation .. 9-1
EGR Valve (Non Turbo)
On-Vehicle S ervice......................................9-1
EGR Valve (Turbo)
On-Vehicle S ervice.......................................9-2
EGR Vent Solenoid
On-Vehicle Service.......................................9-2
Electrical Components .....................................10A-8,
10B-8
Electronic Fuel Injection Pump
General Description .....................................4-4
Electrostatic Discharge Damage .................... 3-4
Element Replacement, Fuel F ilter.................. 4-3
Emissions Control, Fuel and ........................1-1
Emissions, Control Information Label
Vehicle .......................................................... 1-2
Engine and Chassis Pipes and H oses......... 4-20
Engine Coolant Temperature (ECT) Sensor
General Description .....................................3-5,
10A-4,
10B-4
Diagnosis....................................................... 3-17
On-Vehicle S ervice.......................................3-141,
10A-58
10B-64
Engine Data Values, Typical Tech 1 ......... . . 3-12
Engine Shutoff Solenoid . . . . . . . . . . . — . . . . 4-6
Engine Tech 1 Data Definitions .....................3-13
Excessive Smoke (1 of 2) ............................. 2-12
Exhaust Gas Recirculation (EGR) System . . . 9-1
Exhaust System Check, Restricted................ 3-32
External Transmission Components ...............10A-58
10B-64
F Restriction Check ........................................ 4-12
Filter Replacement (Non Turbo)
Air C lean er................................................... 12-1
Filter Replacement (Turbo), Air Cleaner....... 12-2
Fluid Checking Procedure
4L60E Transmission.....................................10A-16
4L80E Transmission....................................10B-13
Fluid Temperature Sensor, Transmission __ 10A-2,
10B-2
Fuel and Emissions C ontrol........................... 1-1
Fuel Control....................................................... 3-17
Fuel Cutoff M ode..............................................4-2
Fuel Systems
Water In ......................................................... 4-17
Gasoline I n ................................................... 4-18
Fuel Economy, P o o r........................................ 2-11
Fuel Filler C a p ..................................................4-3
Fuel Filter
General Description .....................................4-3
Diagnosis....................................................... 4-10
Element Replacement ................................. 4-13
Fuel Heater
General Description .....................................4-4
Functional Check.......................................... 4-28
Replacement..................................................4-14
Fuel Injection Components ............................. 4-20
Fuel Injection Pump, Electronic...................... 4-4
Fuel Injection System
General Description ................................... .4-4
Diagnosis....................................................... 4-11
Fuel Inject Signal
General Description ............. ...................... 3-7
Diagnosis....................................................... 3-18
Fuel Knock ....................................................... 2-10
Fuel Lift Pump
General Description .....................................4-3
Flow Check................................................... 4-9
Suction Line Check .....................................4-9
Pressure C heck............................................ 4-10
Electrical C ircuit............................................ 4-10
Replacement..................................................4-19
Fuel Manager/Filter
General Description .....................................4-3
Diagnosis....................................................... 4-10
Replacement..................................................4-14
Draining Water F ro m ...................................4-12
Fuel Metering ................................................... 4-6
Fuel Pipe O-Rings........................................... 4-4
Fuel Pipes and Hoses
Genera! Description .....................................4-4
Diagnosis....................................................... 4-10
Repair.............................................................4-20
Fuel Pump Relay........................................ . . . 4- 19
Fuel Q uality.......................................................4-8
Fuel Return System
General Description .................................... 4-7
Diagnosis.......................................................4-12
Fuel Sender
General Description .................................... 4-3
Diagnosis.......................................................4-9
Replacement....... ............. .......................... 4-18
Fuel Strainer
General Description ................................... 4-3
Diagnosis........... . 4-9
Replacement .................................................4-19
Fuel Supply System
General Description .................................... 4-2
System Checks ............................................4-9
Air Leak Check .......................................... 4-10
Bleeding Air From ...................................... 4-14
Fuel System
General Description .................................... 4-1
Components ................................................. 4-2
Cleaning.........................................................4-17
Fuel System Contamination ........................... 4-7
Fuel Tank
General Description .....................................4-2
Diagnosis.......................................................4-9
Leak Check ........... ................................. . . 4-9
Replacement................................................. 4-15
Draining ....................................................... 4-15
Fuel Tank Filler N eck...................................... 4-3
Fuel Temperature Sensor
General Description .....................................3-6
Diagnosis.......................................................3-18
On-Vehicle S ervice...................................... 3-141
G
Gasoline in the Fuel System ..........................4-18
Engine Will Run or S ta rt........................... 4-18
Engine Will Not Run ...................................4-18
Gas Recirculation (EGR) System, Exhaust .. 9-1
General Information.......................................... 1-1
Glossary of Terms, Abbreviations and ......... 14-1
Gravity Testing Procedure, Specific ...............4-8
Glow Plug After S tart...................................... 7-2
Glow Plug Relay
General Description ......... ........................... 7-1
Diagnosis.......................................................7-2
On-Vehicle Service (Non Turbo)................ 7-2
On-Vehicle Service (Turbo) ........................7-2
Glow Plugs
General Description .....................................7-1
Diagnosis.................. .. 7-2
On-Vehicle S ervice.................. ................. .7-2
Glow Plug Signal
General Description .....................................3-7
Diagnosis.......................................................3-18
Glow Plug System Injection Timing
General Description .............. 7-1 General Description ..................................... 4-6
Circuit O peration.................... 7-1 On-Vehicle Service.......................................4-23
System C h e c k ........................ 7-6 Specifications ................................................4-24
Input Information .............................................. 10 A-2 ,
H 10B-2
Input Signals, PCM Sensors and
Hard Start ................................... 2-5 General Description ......... ......... . . . . . . . . . 3-5
Harness and Connectors Wiring 10A-2, Diagnosis........................... .......................... 3-17
10B-2 Input Switches, PCM Sensors and
Harness Wire ................ 3-137 On-Vehicle Service . . . . . . . . . . . . . . . . . . . . . . 3-141
Heater, Fuel Inspection, Visual/Physical Underhood........... 1-2
General Description ............. 4-4 Intake Air Temperature (IAT) Sensor
Functional Check.................. 4-28 General Description .....................................3-6
Replacement........................... 4-14 Diagnosis....................................................... 3-18
High Resolution Signal............. 3-5 On-Vehicle S ervice.......................................3-142
History DTC(s), Clearing ........... 10A-9, Intake Manifold..................................................4-20
10B-9 Intermittents....................................................... 2-3,
3-16
Intermittents, Scan Tool Use With ......... .......3-16
I
Internal Transmission Components . . . . . . . . . . 10A-58
(IAT) Sensor, Intake Air Temperature 10B-64
General Description .........................
Diagnosis..........................................
On-Vehicle S ervice......... ......... 3-142
Identification, Diagnostic Trouble Code Knock, F u e l....................................................... 2-10
(DTC) ....... .................................... . 3-33, Knowledge and Tools Required, B a s ic ......... 1-2
10A-17
10B-16 L
Important Preliminary Checks.......................... 2-2
Information, General ........................................ 1-1 Label, Vehicle Emissions Control
Information, Output .......................................... 10A-6, Information..................................................... 1-2
10B-6 Lack of Power ................................................. 2-8
Information Sensors and Switches Lamp Circuit Check, “Water In Fuel” ........... 4-26
General Description ..................................... 10A-2, Learning Ability, P C M .......................................3-3
10B-2 Lift Pump
Injection Components, Fuel General Description ..................................... 4-3
On-Vehicle S ervice...................................... 4-20 Flow Check................................................... 4-9
Injection Lines Suction Line Check .....................................4-9
General Description ..................................... 4-6 Pressure C heck............................................ 4-10
Diagnosis....................................................... 4-11 Replacement..................................................4-19
Replacement.................................................. 4-21 Lift Pump Electrical Circuit
Injection Nozzles General Description ..................................... 4-3
General Description ..................................... 4-6 Diagnosis....................................................... 3-26,
Preparation for T e s t..................................... 4-11 4-10
Opening Pressure Test ............................... 4-11 Replacement ................................................. 4-19
Leakage T e s t................................................ 4-11 Link Connector (DLC), D a ta............................10A-2,
Chatter Test .................................................. 4-12 10B-2
Injection Pump, Electronic Fuel Location, Component .......................................1-5
General Description ..................................... 4-4 Low Switch Check, 4WD ............................... 10A-20
Replacement................................................. 4-22
Inject Signal, Fuel M
General Description ............... ..................... 3-7
Diagnosis ....................................................... 3-18 Maintenance Schedule . . . . . . . . . . . . . . . . . . . . . 1-2
Injection System, Fuel Malfunction Indicator Lamp (MIL)
General Description ..... .............................. 4-4 “Service Engine Soon”
Diagnosis....................................................... 4-11 General Description .............................. . . . 3-9
 Diagnosis....................................................... 3-20,
3-22
Manager/Filter, Fuel
General Description .....................................4-3
Diagnosis....................................................... 4-10
Draining Water F ro m ................................... 4-12
Replacement..................................................4-14
Manifold, Intake ................................................4-20
Manual Contains, What This ..........................1-2
Materials, Engine and Chassis Pipes
and Hoses ................................... .............. 4-20
M em ory...............................................................3-4
Metering, F u e l....................................................4-6
Metri-Pack ......................................................... 3-138
Micro-Pack......................................................... 3-138
Mode, Diagnostic.............................................. 3-15
Mode, Fuel C u to ff............................................ 4-2
Mode, Normal (Open).......................................3-15
Modes of Operation ........................................ 4-1
Modes, PCM Information................................. 3-15
Mode, Starting ..................................................4-2
Module, Accelerator Pedal Position (APP)
General Description .....................................3-5
Diagnosis......... ............. ..............................3-17
On-Vehicle S ervice.......................................3-141,
4-24
Module (PCM), Powertrain Control
General Description .....................................3-3,
10A-2,
10B-2
Diagnosis....................................................... 3-17
On-Vehicle S e rvice.......................................3-139
Replacement..................................................3-140
Module, Vehicle Speed Signal (VSS) Buffer
General Description .....................................3-7,
10A-6,
10B-5
On-Vehicle S e rvice.......................................3-143,
10A-58
10B-64
N Diagnosis.......................................................7-2
Noise, Fuel Knock/Combustion ...................... 2-10
Normal (Open) M o d e .......................................3-15
Nozzles, Injection
General Description .....................................4-6
Diagnosis...................................................... 4-11
Preparation for T e s t.....................................4-11
Opening Pressure T e s t....... ....................... 4-11
Leakage T e s t................................................ 4-11
Chatter Test ..................................................4-12
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-12
o On-Vehicle Service . . . . . . . . . . . . . . . . . . . . . . 3-141,
(OBD) System Check, On-Board
Diagnostic ..................................................... 3-9
(OBD) System Check, On-Board
Diagnostic (With Tech 1 Scan Tool)......... 3-10
Offset Program Procedure, T D C .................... 3-140
Oil Pressure Switch ........................ ............... 4-19
On-Board Diagnostic (OBD) System Check . . . 3-9
On-Board Diagnostic (OBD) System
Check (With Tech 1 Scan Tool) ...............3-10,
10A-10
10B-10
Opening Pressure Test, Nozzle......................4-11
(Open) Mode, Normal . . . . . ..... ...................... 3-15
Optical Sensor ....... .................. .....................3-5
O-Rings, Fuel P ip e .......................................... 4-4
Output Check, EGR Control Pressure/
BARO Sensor ..............................................3-28
Output Information............................................10A-6,
10B-5
P
Pedal Position (APP) Module, Accelerator
General Description .................................... 3-5
Diagnosis........................................... ..........3-17
On-Vehicle Service ....................................... 3-141,
4-24
Performance, PCM Intermittent Diagnostic
Trouble Codes or ...................................... 10A-9,
10B-9
Pipe O-Rings, F u e l.......................................... 4-4
Pipes and Hoses, Fuel
General Description .....................................4-4
Diagnosis.......................................................4-10
On-Vehicle S ervice...................................... 4-20
Plug Relay, Glow
General Description .....................................7-1
Diagnosis.......................................................7-2
On-Vehicle Service
(Non Turbo)..............................................7-2
(Turbo).......................................................7-2
Plugs, Glow
General Description .....................................7-1
On-Vehicle S ervice...................................... 7-3
Plug Signal, Glow
General Description .....................................3-7
Diagnosis.......................................................3-18
Plug System, Glow
General Description .....................................7-1
Circuit O peration.......................................... 7-1
System C h e c k ..............................................7-6
Poor Fuel Economy ........................................ 2-11
Position (APP) Module, Accelerator Pedal
General Description . . . . . . . . . . . . . . . . . . . . . 3-5
Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17
4-24
Position Sensor, Crankshaft
General Description .....................................3-6
 Diagnosis.......................................................3-18
On-Vehicle S ervice...................................... 3-141
Position (TP) Sensor, Throttle
General Description .................................... 10B-4
On-Vehicle S ervice...................................... 10B-64
Power, Lack o f ................................................. 2-8
Powertrain Control Module (PCM)
General Description .....................................3-3
Learning Ability ............................................3-3
Function.........................................................3-4
Sensors and Input Signals..........................3-5,
3-17
Information Modes ...................................... 3-15
Diagnosis.......................................................3-17
Wiring Diagrams .......................................... 10A-58
10B-64
3-124
10A-19
10B-19
Connector Terminal End V iew .................... 3-131,
10A-58
10B-64
Intermittent Diagnostic Trouble Codes
or Performance........................................ 10A-9,
10B-9
Preliminary Checks, Im portant........................2-2
Preparation for Injection Nozzle Test.............4-11
Pressure/BARO Sensor, EGR Control
General Description .................................... 3-6
Diagnosis.......................................................3-18
Output C heck................................................3-28
On-Vehicle Service ........................ . ............ 3-142
Pressure Switch Assembly Circuit Check
Transmission Range (T R )........................... 10A-22
10B-22
Pressure Switch, O il........................................ 4-19
Procedure, TDC Offset Program.................... 3-140
Procedure, Transmission Fluid Checking
4 L6 0E ............................................................ 10A-16
4L80E ............................................................ 10B-13
Program Procedure, TDC O ffset.................... 3-140
PROM
General Description .....................................3-5
Diagnosis....................................................... 3-17
Replacement................................................. 3-140
Pump Cam Signal
General Description .....................................3-5
Diagnosis.......................................................3-18
Pump Electrical Circuit, Lift
General Description .....................................4-3
Diagnosis....................................................... 4-10,
3-26
Pump, Electronic Fuel Injection
General Description . . . . . . . . . . . . . . . . . . . . . 4-4
Diagnosis......... ................................ 4-11
Replacement................................................. 4-22
Pump, Lift
General Description ....................................4-3
Flow Check................................................... 4-9
Suction Line Check .....................................4-9
Pressure Check............................................ 4-10
Replacement..................................................4-19
Pump Relay
Circuit Diagnosis.......................................... 4-3
Chart A-5 ............................. ................. . 3-26
On-Vehicle Service............... ........... 4-19
R
RAM .............................................................. 3-4
Range (TR) Pressure Switch Assembly,
Transmission
General Description ....................................10A-2,
10B-4
Circuit C h e ck................................................10A-26
10B-22
Reading Diagnostic Trouble Codes ...............3-15
Relay Circuit Diagnosis, Fuel Pump
Chart A-5 ............................................... 3-26
Relay, Fuel P u m p ........................................... 4-19
Required, Basic Knowledge and Tools — .. 1-2
Resolution Signal, High ...................................3-5
Resonator Replacement................................... 12-3
Restricted Exhaust System C h e c k .................3-32
Return System, Fuel
General Description .....................................4-7
Diagnosis.......................................................4-12
Restriction Check ........................................ 4-12
ROM .................................................................3-4
s
Scan Tool, Tech 1 ............................................ 3-15,
13-1
Scan Tool Use With Intermittents.................. 3-16
Schedule, Maintenance.....................................1-2
Select Switch Assembly, Transfer C a s e ....... 10A-5
Sender, Fuel
General Description .....................................4-3
Diagnosis.......................................................4-9
Replacement................................................. 4-10
Sensor, Boost
General Description .....................................3-7
Diagnosis.......................................................3-18
On-Vehicle Service.......................................3-145
Sensor, Crankshaft Position
General Description .....................................3-6
Diagnosis.......................................................3-18
On-Vehicle Service . . . . . . . . . . . . . . . . . . . . . . 3-142
Sensor, (ECT) Engine Coolant Temperature
General Description . . . . . . . . . . . . . . . . . . . . . 3-5,
10A-4,
10B-4
 Diagnosis....................................................... 3-17,
10A-58
10B-64
On-Vehicle S e rvice.......................................3-141
Sensor, EGR Control Pressure/BARO
General Description .....................................3-6
Diagnosis................................................... .. 3-18
Output C heck................................................3-28
On-Vehicle S e rvice.......................................3-142
Sensor, Fuel Temperature
General Description ..................................... 3-6
Diagnosis....................................................... 3-18
On-Vehicle S e rvice ...................................... 3-141
Sensor, (IAT) Intake Air Temperature
General Description .....................................3-6
Diagnosis....................................................... 3-18
On-Vehicle S e rvice..... ................................ 3-142
Sensor, Optical
General Description .....................................3-5
On-Vehicle S e rvice.......................................3-141
Sensors and Input Signals, PCM
General Description .....................................3-5
Diagnosis....................................................... 3-17
On-Vehicle S ervice.......................................3-141
Sensors and Signals, Automatic
Transmission..................................................3-8
Sensors and Switches, Information ...............10A-2,
10B-2
Sensor, Throttle Position (TP)
General Description .............................. . 10B-4
On-Vehicle S e rvice.......................................10B-64
Sensor, Transmission Fluid Temperature
(TFT)...................... .......................... ........... 10A-2,
' 10B-2
Sensor (VSS) Buffer Module, Vehicle Speed
General Description .....................................3-7,
10A-6,
10B-6
On-Vehicle S e rvice.......................................10A-58
10B-64
Sensor, (VSS) Vehicle Speed
General Description .....................................3-7,
10A-5,
10B-4
Diagnosis....................................................... 3-18,
10A-24
10B-24
On-Vehicle S e rvice...................................... 3-143,
10A-58
10B-64
Sensor, Water In Fuel
General Description .....................................4-4
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
“Service Engine Soon,” Malfunction
Indicator Lamp (M IL )...................................3-9
Shift Solenoid, 1 -2 ............................................ 10A-6,
10B-5
Shift Solenoid, 2 -3 .......................................... . 10A-6,
10B-5
Shutoff Solenoid, E ngine................................4-6
Signal, A/C
General Description ......... .......................... 3-8
Diagnosis....... .............................................3-19,
3-31
Signal, Fuel Inject
General Description .................................... 3-7
Diagnosis.......................................................3-18
Signal Glow Plug
General Description .....................................3-7
Diagnosis.......................................................3-18
Signal, High Resolution ...................................3-5
Signal, Pump Cam
General Description .................................... 3-5
Diagnosis.......................................................3-18
Signals, Brake Switch
General Description .................................... 3-7
Diagnosis.......................................................3-18
Signals, Cruise Control
General Description .................................... 3-8
Diagnosis.................. . — . . . . . — . . . . . . 3-19,
3-32
Signals, PCM Sensors and
General Description .................................... 3-5
Diagnosis.......................................................3-17
On-Vehicle S ervice...................................... 3-141
Signal (VSS) Buffer Module, Vehicle Speed
General Description .................................... 3-7,
10A-6,
10B-5
On-Vehicle S ervice...................................... 3-143,
10A-58
10B-64
Sluggish ............................................................ 2-8
Smoke, Excessive ............................................2-12
Solenoid, 1-2 Shift............................................10A-6,
10B-6
Solenoid, 2-3 Shift............................................10A-7,
10B-7
Solenoid, 3-2 Control ...................................... 10A-7
Solenoid Assembly, EGR
General Description .....................................9-1
Solenoid, EGR ................................................. 9-2
Filter Replacement ...................................... 9-2
Solenoid, EGR Vent ........................................ 9-2
Solenoid, Engine S hutoff................................. 4-6
Solenoid (PCS), Pressure Control ................ 10A-7,
10B-7
Solenoid, Torque Converter Clutch (TCC) . . . 10A-7
Solenoid, Torque Converter Clutch (TCC)
(PWM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10B-7
Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-1
Specifications, Timing ........................... . 4-24
Spongy ............................................... . 2-8
Start, H a rd .........................................................2-5
Starting M o d e ................................................... 4-2
Strainer, Fuel
General Description .....................................4-3
Diagnosis.......................................................4-9
Replacement................................................. 4-23
Surges ...................................... ...................... 2-7
Switch Assembly, Transfer Case S e le ct....... 10A-5
Switch Assembly, Transfer Case Shift
Control ......... .................................................10B-4
Switch Assembly, Transmission Range (TR)
Pressure
General Description .................................... 10A-2,
10B-4
Circuit Check ............................................... 10A-22
10B-22
Switch Check, 4WD Low ............................... 10A-20
Switches, Brake ................................................3-143
Switches, Cruise C ontrol................................. 3-143
Switches, PCM Sensors a n d ......................... 3-141
Symptoms, Driveability.................................... 2-1
System Check, On-Board Diagnostic
(O B D )............................................................ 3-9
System Check, On-Board Diagnostic
(OBD) (With Tech 1 Scan Tool) ...............10A-10
10B-10
3-10
System Components, Fuel ........... ..................4-2
System, Exhaust Gas Recirculation (EGR) .. 9-1
System, Fuel
General Description .................................... 4-1
Diagnosis.......................................................4-7
Contamination............................................... 4-7
Cleaning.........................................................4-17
System, Fuel Injection
General Description .................................... 4-4
Diagnosis....... ............... .............................4-11
System, Fuel Return
General Description .....................................4-7
Diagnosis.......................................................4-12
System, Fuel Supply
General Description .....................................4-2
C hecks...........................................................4-9
T Torque Converter Clutch (TCC) Solenoid__ 10A-7
T100 - GM CAMS............................................3-16
Tank Filler Neck, Fuel .................................... 4-3
Tank, Fuel
General Description .....................................4-2
Diagnosis.......................................................4-9
Leak Test ..................................................... 4-9
Draining .........................................................4-15
Replacement................................................. 4-15
TDC Offset Program Procedure ...................3-140
Tech 1 Data Definitions.................................. 3-13
Tech 1 Engine Data Values, Typical.............3-12
Tech 1 Scan Tool ............................................3-15
Temperature (ECT) Sensor, Engine Coolant
General Description ..................................... 3 -5 ,
10A-4,
10B-4
Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17
On-Vehicle S ervice...................... . 3-143,
10A-4,
10B-4
Temperature (IAT) Sensor, Intake Air
General Description .....................................3-6
Diagnosis....................................................... 3-18
On-Vehicle..................................................... 3-142
Temperature Sensor, Fuel
General Description ....................................3-6
Diagnosis.......................................................3-18
Terminal End View, PCM Connector.............3-131
Terminal End Views, PCM Wiring
Diagrams and Connector ............................10A-58
10B-64
Terminals, Connector and ............................ 3-137
Terms, Abbreviations and Glossary of ......... 14-1
Test, C hatter..................................................... 4-12
Testing Procedure, Contamination.............. 4-7
Testing Procedure, Specific Gravity ...............4-8
Test, Nozzle Leakage.......................................4-11
Test, Nozzle Opening Pressure...................... 4-11
Test, Preparation for Injection N o zzle ........... 4-11
This Manual Contains, What . . . . . . . . . . . . . . . 1-2
Three, Com pact................................................3-139
Throttle Position (TP) Sensor
General Description .....................................10B-4
On-Vehicle S ervice.......................................10B-64
Timing, Injection
General Description .....................................4-6
On-Vehicle S ervice.......................................4-23
Specifications ................................................4-24
Tools Required, Basic Knowledge and ......... 1-2
Tools, Special ................................................... 13-1
Tool, Tech 1 Scan............................................ 3-15
Tool Use With Intermittents, Scan .................3-16
Torque Converter Clutch (TCC) (PWM)
Solenoid.........................................................10B-7
Transfer Case Select Switch Assembly ....... 10A-5
Transfer Case Shift Control Switch
Assembly.............. ........................................ 10A-5
Transmission, Automatic.................... ............. 10-1
Transmission Components, External...............10A-58
10B-64
Transmission Components, Internal ...............10A-58
10B-64
Transmission Controls.......................................10-1
Transmission Fluid Checking Procedure
4L60E..................................... . 10A-16
4L80E.......................................................... . 10B-15
Transmission Fluid Temperature (TFT)
Sensor .......................................................... 10A-2,
10B-2
Transmission, PCM Wiring Diagram
4L60E .............................................................10A-19
4L80E ......................................... ................. 10B-19
Transmission Range (TR) Pressure Switch
Assembly
General Description .....................................10A-2,
10B-4
Circuit C h e c k ................................................10A-26
10B-26
Transmission Sensor and Signals, Automatic
General Description .....................................3-8
Diagnosis....................................................... 3-19
Transmission Tech 1 Data ............................. 10A-12
10B-12
Transmission Tech 1 Data Definitions...........10A-13
10B-13
Trouble Code (DTC) Identification,
Diagnostic ..................................................... 3-33,
10A-17
10B-16
Trouble Codes, Clearing Diagnostic.............. 3-16
Trouble Codes, Reading Diagnostic...............3-15
Typical Tech 1 Engine Data Values .............3-12
u Soon) “ON” Steady, No Scan Data or MIL
Underhood Inspection, Visual/Physical...........1-2
V Wire Harness ................................................... 3-137
Values, Typical Tech 1 Engine D a ta .............3-12
Valve and Hoses, C D R ...................................11-13
Valve, EGR
(Non Turbo) ..................................................9-1
(Turbo) ...........................................................9-2
Valve Test, CDR .............................................. 11-2
Vehicle Emissions Control Information Label . .1-2
Vehicle Speed Sensor (VSS)
General Description .....................................3-7,
10A-5,
10B-4
Diagnosis....................................................... 3-18
On-Vehicle S e rvice.......................................3-143,
10A-60
10B-64
Vehicle Speed Signal (VSS) Buffer Module
General Description .................................... 3-7,
10A-6
10B-5
On-Vehicle S ervice..................................... 3-143,
10A-58
10B-64
Vent Solenoid, EGR ........................................ 9-2
Ventilation System, Crankcase........................11-1
Visual/Physical Underhood Inspection ........... 1-2
w
Water from Fuel Manager/Filter,
Draining .........................................................4-12
“Water In Fuel” Lamp Circuit C h e ck.............4-26
Water in Fuel Sensor
General Description .................................... 4-4
Replacement................................................. 4-14
Water in Fuel System .................................... 4-18
Weather P a c k ................................................... 3-138
What This Manual Contains........................... 1-2
Wheel, Blocking Drive .................................... 1-2
Will Not Flash or MIL (Service Engine
Chart A-2 .................................................... 3-22
Will Not Run, Engine Cranks But
Chart A-3 .................... ................................3-24
Wiring Diagram, PCM ...................................... 3-124,
10A-19
10B-19
Wiring Diagrams and Connector Terminal
End Views..................................................... 10A-58
10B-64
Wiring Harness and Connectors.................... 10A-2,
10B-2
 1995 GM CK TRUCK

DRIVEABILITY
EMISSIONS
&
ELECTRICAL
DIAGNOSIS
MANUAL

SECTION 8A

ELECTRICAL DIAGRAMS
AND
DIAGNOSIS
 SECTION 8A

ELECTRICAL DIAGNOSIS

1995 C/K

CAUTION: This vehicle is equipped with Supplemental Inflatable Restraint (SIR). Refer
to CAUTIONS in Section 9J under “ON-VEHICLE SERVICE” and the SIR Component and
Wiring Location view in Section 9J before performing service on or around SIR
components or wiring. Failure to follow CAUTIONS could result in possible air bag
deployment, personal injury, or otherwise unneeded SIR system repairs.

SECTION SECTION
1 Index 47 Supplemental Inflatable Restraint
2 Introduction 50 Data Link Connector(DLC) Pin
3 Symbols Assignment
4 Troubleshooting Procedures 60 Heater
5 Repair Procedures 61 Defogger
10 Power Distribution 63 HVAC Blower Control
11 Fuse Block Details 64 HVAC Compressor Control
14 Ground Distribution 76 Audible Warnings
20 Engine Controls - 81 Instrument Cluster: with Gages
Throttle Body Injection 4.3L VIN Z 84 Electronic Compass
21 Engine Controls - Throttle Body 91 Wiper/Washer: Pulse
Injection 5.0L VIN H, 5.7L VIN K 92 Rear WiperAA/asher
(Manual Transmission) 100 Headlights
23 Engine Controls - Throttle Body 104 Headlights: Daytime Running Lights
Injection 5.0L VIN H, 5.7L VIN K 110 Exterior Lights
(Automatic Transmission)
112 Backup Lights
24 Engine Controls - Throttle Body
114 Interior Lights
Injection 7.4L VIN N
117 Instrument Panel Dimming
25 Engine Controls - 6.5L Diesel VIN P
120 Power Windows
26 Engine Controls - 6.5L Diesel VIN S
130 Power Door Locks
27 Engine Controls - 6.5L Diesel VIN F
132 Remote Keyless Entry
30 Start and Charge
135 Rear Liftgate Window Release
31 Cooling Fan
140 Power Seat
33 Vehicle Speed Sensor Buffer
141 Lumbar Supports
34 Cruise Control
147 Power Mirrors
38 Four Wheel Drive Indicator
150 Radio/Audio Systems
40 Horns
201 Component Location Views
41 Brake Warning System
202 Harness Connector Faces
44 Antilock Brakes

A
A/C Compressor C lutch................................. 8A-64-0
A/C Compressor Clutch Relay .......................8A-64-0
A/C Compressor Controls ..............................8A-64-0
A/C Controller ............................................... 8A-63-0
A/C High Pressure Cutout Switch................... 8A-64-0
A/C Low Pressure Cutout Switch................... 8A-64-0
Air Switch Solenoid........................................ 8A-21-0
Ashtray Lamp............................................... 8A-114-0
Audio Alarm Module.......................................8A-76-0
Auxiliary Cooling Fan Relay .......................... 8A-31-2
Auxiliary Air Conditioning Control (Front) ....... 8A-63-2
Auxiliary Air Conditioning Control (Rear) .......8A-63-2
Auxiliary Cooling Fan .....................................8A-31-1
Auxiliary Cooling Fan Motor .......................... 8A-31-2
Auxiliary Heater and Air Conditioning
Logic Module .......................................... 8A-63-3
B Daytime Running Lights R elay.....................8A-104-0
Backup Light Switch (Auto Trans) ................8A-112-0
Backup Light Switch (Manual Trans)............ 8A-112-0
Backup Lamps..............................................8A-112-0
Barometric Pressure Sensor.......................... 8A-25-1
................................................................. 8A-26-1
................................................................. 8A-27-1
Battery........................................................... 8A-10-0
Blower Motor ................................................. 8A-60-0
Blower Resistor............................................. 8A-60-0
Blower Switch ............................................... 8A-60-0
Brake Pressure Warning Switch.....................8A-44-0
................................................................. 8A-44-0
Brake Pressure Warning System ................... 8A-41-0
Brake Warning System................................... 8A-41-0
c ................................................................ 8A-23-5
Cargo Lamp Switch...................................... 8A-110-0
Cassette Player............................................8A-150-8
Center High Mount Stoplamp .......................8A-110-0
Center High Mount Stoplamp Relay ............ 8A-110-0
Cigarette Lighter ..........................................8A-114-0
Clutch Pedal Position Switch.......................... 8A-25-1
Clutch Start Switch ........................................ 8A-30-0
Clutch Switch................................................ 8A-34-2
Contractor RH Rear Cargo Door ................. 8A-130-5
Convenience Center...................................... .8A-11-7
................................................................ .8A-11-8
................................................................ .8A-11-9
................................................................ 8A-14-7
Coolant Temperature Sensor ........................ 8A-25-1
................................................................ 8A-26-1
................................................................ 8A-27-1
Cruise Control ...............................................8A-34-0
Cruise Control Activator Switch .....................8A-25-4
................................................................ 8A-26-4
................................................................ 8A-27-6
Cruise Control Brake Switch..........................8A-34-0
Cruise Control Module...................................8A-34-0
.............................................................. 8A-110-0
Cruise Control Switch.................................... 8A-34-0
D
Data Link Connector (DLC)............................8A-50-0
Daytime Running Lights Module................... 8A-104-0
Diode........................................................... 8A-135-2
Distributor......................................................8A-20-3
................................................................ 8A-21-5
................................................................ 8A-23-3
................................................................ 8A-24-5
Dome Lamp Override Switch .......................8A-114-0
Door Lock Relay ......................................... 8A-130-0
E
EGR Boost Pulse Width Solenoid ................. 8A-26-3
EGR Electronic Vacuum Regulator
Solenoid Valve ........................................8A-20-3
................................................................ 8A-23-4
EGR Pulse Width Modulation Solenoid.......... 8A-25-2
................................................................ 8A-26-3
................................................................ 8A-27-2
EGR Solenoid ...............................................8A-21-3
EGR Vent Valve Solenoid ............................. 8A-25-2
................................................................ 8A-26-3
................................................................ 8A-27-2
Electronic 4-Speed Automatic Overdrive
Transmission........................................... 8A-20-6
................................................................ 8A-23-6
................................................................ 8A-25-6
Electronic Accelerator Pedal Control..............8A-25-4
....................................................... . 8A-26-4
................................................................ 8A-27-6
Electronic Injection Pump ..............................8A-25-5
................................................................ 8A-26-5
................................................................ 8A-27-7
Endgate Window Release Relay ................. 8A-135-0
Endgate Window Release Switch................. 8A-135-0
Engine Controls - Throttle Body Injection
4.3L VIN Z ........................................... 8A-20-0
Engine Controls - Throttle Body Injection
5.0L VIN H, 5.7L VINK
(Manual Transmission) ........................ 8A-21-0
Engine Controls - Throttle Body Injection
5.0L VIN H, 5.7L VINK
(Automatic Transmission)..................... 8A-23-0
Engine Controls - Throttle Body Injection
7.4L VIN N ........................................... 8A-24-0
Engine Controls - 6.5L Diesel VIN P ..............8A-25-0
Engine Controls - 6.5L Diesel VIN S .............. 8A-26-0
Engine Controls - 6.5L Diesel VIN F .............. 8A-27-0
Engine Coolant Temperature Sender ............ 8A-81-0
Engine Coolant Temperature Sensor.............. 8A-20-2
................................................................ 8A-21-2
................................................................ 8A-23-1
................................................................ .8A-24-1
Evaporative Canister Purge Solenoid ............ 8A-20-4
................................................................ 8A-23-4
................................................................ 8A-24-2
Evaporator Control Switch..............................8A-64-3
F Headlights and Fog Lights............................ 8A-100-1
Fog Lamp Relay ..........................................8A-100-0
Fog Lamp Switch..........................................8A-100-0
Forward/Rearward Motor..............................8A-140-0
Four-Wheel Antilock Brake Warning
System.................................................... 8A-44-0
Four-Wheel Drive Indicator............................8A-38-0
Four-Wheel Indicator Lamp .......................... 8A-38-0
Front Axle Actuator Solenoid.......................... 8A-38-0
Front Axle Solenoid Switch ............................8A-38-0
Front Dome and Reading Lamps................. 8A-114-0
Front Dome Lam p........................................ 8A-114-0
Front Identification Lamps............................ 8A-110-0
Front Tilt Motor ............................................8A-140-0
Front Wiper/Washer...................................... 8A-91-0
Fuel Pump and Sender ..................................8A-20-1
.................................................................8A-21-1
................................................................. 8A-23-2
................................................................. 8A-81-0
Fuel Pump Oil Pressure Switch ..................... 8A-20-1
................................................................ 8A-21-1
................................................................ 8A-23-2
................................................................ 8A-24-4
................................................................ 8A-25-3
Fuel Pump Relay............................................8A-20-1
................................................................ 8A-21-1
................................................................ 8A-23-2
................................................................ 8A-24-4
................................................................ 8A-25-3
................................................................ 8A-26-2
................................................................ 8A-27-3
Fuse Block.................................................... 8A-10-0
Fuse Block Details ........................................ 8A-11-0
G
Generator...................................................... 8A-10-0
................................................................ 8A-30-1
Glow Plug Control Module..............................8A-25-7
................................................................ 8A-26-7
................................................................ 8A-27-5
Graphic Equalizer........................................ 8A-150-8
Ground Distribution........................................ 8A-14-0
H
Hazard Flasher ............................................ 8A-110-0
Headlight (On/Off) and Panel Dimmer Switch 8A-100-0
.............................................................. 8A-104-0
Headlights: Daytime Running Lights ............ 8A-104-0
Headlight Switch Assembly............................ 8A-10-0
Heated Oxygen Sensor ................................. 8A-21-2
................................................................ 8A-23-1
Heater........................................................... 8A-60-0
Heater A/C Control Lamps............................ 8A-117-0
Heater and A/C Control Assembly..................8A-64-0
Heater and A/C Controls ................................8A-63-0
Heater Control Lamps ................................. 8A-117-0
Heater Oxygen Sensor................................... 8A-20-2
Heavy Duty Electronic 4-Speed Automatic
Overdrive Transmission .......................... 8A-24-6
................................................................ 8A-26-6
................................................................ 8A-27-4
High Blower Relay.......................................... 8A-63-3
Horn.............................................................. 8A-40-0
Horn Relay.................................................... 8A-40-0
Horn Switch ...................................................8A-40-0

I
l/P Compartment Box Lamp .........................8A-114-0
Identification Lamps .....................................8A-110-0
Idle Air Control Valve .....................................8A-20-5
................................................................. 8A-21-3
................................................................. 8A-23-5
................................................................. 8A-24-3
Ignition Coil.....................................................8A-20-3
.................................................................8A-21-3
.................................................................8A-23-3
.......................... ..................................... 8A-24-5
Ignition Switch ............................................... 8A-10-1
Instrument Cluster......................................... 8A-81-0
Instrument Panel............................................8A-81-0
Intake Manifold Air Temperature Sensor.........8A-25-1
............................................................. 8A-26-1
.................................................................8A-27-1
K Low Coolant Level Indicator M odule.............. 8A-81-3
Key-ln Warning B uzzer................................. 8A-76-2
Knock Sensor................................................. 8A-20-3
.................................................................8A-21-5
................................................................. 8A-23-3
................................................................. 8A-24-5
Knock Sensor Module ...................................8A-21-5
L ................................................................ 8A-25-1
Left Bank Glow Plugs.....................................8A-25-7
................................................................. 8A-26-7
............................................................... 8A-27-10
Left Front Wheel Sensor ............................... 8A-44-1
LH Backup Lamp.......................................... 8A-112-0
LH Battery...................................................... 8A-10-0
.......................... ......................... ........... 8A-30-0
LH Clearance Lamp .....................................8A-110-0
LH Door Jamb Switch.....................................8A-76-2
LH Fog Lam p............................................... 8A-100-0
LH Front Clearance Lam p............................ 8A-110-0
LH Front Door Lock M otor............................ 8A-130-0
LH Front Door Lock Switch .......................... 8A-130-0
LH Front Marker Lam p................................. 8A-110-6
LH Front Park/Turn Lamp ............................ 8A-110-6
LH Front Power Window Motor.....................8A-120-0
LH Front Speaker ........................................ 8A-150-4
LH Headlamp............................................... 8A-100-0
............................................................... 8A-104-0
LH High Beam Headlamp ............................8A-100-0
LH Horn......................................................... 8A-40-0
LH l/P Courtesy Lamp ................................. 8A-114-0
LH License Lamp ........................................ 8A-110-0
LH Low Beam Headlamp..............................8A-100-0
LH Outside Power M irror..............................8A-147-0
LH Power Window Master Switch ................8A-120-0
LH Rear Clearance Lamp ............................ 8A-110-0
LH Rear Door Jamb Switch.......................... 8A-114-0
LH Rear Door Lock M o to r............................8A-130-0
LH Rear Door Speaker................................. 8A-150-7
LH Rear Speaker..........................................8A-150-5
LH Roof Marker Lamp ................................. 8A-110-0
LH Tail/Stop-Turn Lamp ..............................8A-110-0
LH Vanity Mirror Lam p................................. 8A-149-2
Liftgate Window Release Solenoid................8A-135-0
Low Blower R elay..........................................8A-63-3
Low Coolant Level Sensor..............................8A-81-2
M
Manifold Absolute Pressure (MAP) Sensor ... 8A-20-2
............................................................................... 8 A -2 1 -2
............................................................... 8A-23-1
................................................................ 8A-24-1
................................................................ 8A-26-1
................................................................ 8A-27-1
Master Window Switch Driver’s Door .......... 8A-120-6
Medium Blower Relay.....................................8A-63-3
Mode Door Motor ..........................................8A-63-1
o
Overhead Roof Console Lamps................... 8A-114-5
Oxygen Sensor ............................................. 8A-21-2
................................................................ 8A-24-1
P
Park Brake Switch........................................ 8A-135-0
Park Brake Warning Lamp..............................8A-41-0
Park Brake Warning Switch.......................... 8A-104-0
Power Amplifier Relay ................................. 8A-150-7
Power Distribution..........................................8A-10-0
Power Driver’s Seat Switches.......................8A-140-0
Power Mirror In-Line Fuse .......................... 8A-130-4
Power Outside Rearview Mirror Switch.........8A-147-0
Powertrain Control Module (PCM )................. 8A-20-0
................................................................ 8A-21-0
................................................................ 8A-23-0
................................................................ 8A-24-0
................................................................ 8A-25-0
............................................... ................ 8A-26-0
................................................................ 8A-27-0
Pulse Wiper Washer Switch .......................... 8A-91-3
R RH Low Beam Headlamp ............................ 8A-100-0
Radio........................................................... 8A-117-0
Radio Control Head .................................... 8A-150-0
Radio Power Amplifier................................. 8A-150-0
Radio Receiver ........................................... 8A-150-0
Rear Auxiliary Air Conditioning.......................8A-63-2
Rear Auxiliary Heater.................................... 8A-60-2
Rear Auxiliary Heater and Air Conditioning .. . 8A-63-2
Rear Auxiliary Heater Control........................ 8A-60-2
Rear Cargo Door Lock Motor .......................8A-130-0
Rear Defogger Grid........................................ 8A-61-0
Rear Defogger Switch ...................................8A-61-0
Rear Dome and Reading Lamps ................. 8A-114-0
Rear Dome Lamp ........................................ 8A-114-0
Rear Door or Tailgate Jamb Switch .............. 8A-114-0
Rear Wiper/Washer Sw itch............................8A-92-0
Rear Tilt Motor............................................. 8A-140-0
Rear Washer Pump Motor..............................8A-92-0
Rear Window Defogger................................. 8A-61-0
Rear Wiper Motor and Module .......................8A-92-0
Rear Wiper/Washer ...................................... 8A-92-0
Rear-Wheel Antilock Brake Warning System . 8A-44-0
Recirculation Door M otor............................... 8A-63-1
Remote Keyless Entry Module .....................8A-132-0
RH Backup Lamp .......... ............................ 8A-112-0
RH Battery .................................................... 8A-10-0
................................................................ 8A-30-0
RH Clearance Lamps...................................8A-110-0
RH Fog Lamp...............................................8A-100-0
RH Front Clearance Lamp............................8A-110-0
RH Front Door Lock Motor............................8A-130-0
RH Front Marker Lamp................................. 8A-110-0
RH Front Park/Turn Lam p............................8A-110-0
RH Front Power Window Motor ................... 8A-120-0
RH Front Speaker........................................ 8A-150-0
RH Front Window Switch..............................8A-120-0
RH Gas Strut Cylinder ................................. 8A-14-14
RH Headlamp ............................................. 8A-100-0
RH High Beam Headlamp............................ 8A-100-0
RH Horn ....................................................... 8A-40-0
RH l/P Courtesy Lam p................................. 8A-114-0
RH License Lam p........................................ 8A-110-0
RH Outside Power Mirror..............................8A-147-0
RH Rear Clearance Lam p............................ 8A-110-0
RH Rear Door Jamb Switch .........................8A-114-0
RH Rear Door Lock M otor............................ 8A-130-0
RH Rear Door Speaker ............................... 8A-150-1
RH Rear Power Window Motor..................... 8A-120-0
RH Rear Speaker........................................ 8A-150-5
RH Rear Window Switch ..............................8A-120-0
RH Roof Marker Lam p................................... 8A-13-9
RH Tail/Stop-Turn Lamp ..............................8A-110-0
RH Vanity Mirror Lamp................................. 8A-149-2
Right Bank Glow Plugs................................... 8A-25-7
................................................................ 8A-2G-7
.............................................................. 8A-27-10
Right Front Wheel Sensor..............................8A-44-0
s
Safety Belt Retractor Switch ...........................8A-76-0
Speed Sensor ............................................... 8A-33-0
Start and Charge........................................... 8A-30-0
Starter Motor .................................................8A-30-0
Starter Solenoid............................................. 8A-10-0
................................................................8A-30-0
T
TCC/Stoplamp Switch ................................... 8A-20-8
.............................................................. 8A-110-0
Temperature Door M otor................................8A-63-1
Throttle Actuator Solenoid..................... ........8A-24-2
Throttle Body Fuel Injector (1 and 2 ) .............. 8A-20-1
................................................................ 8A-21-1
................................................................ 8A-23-2
................................................................ 8A-24-4
Throttle Position (TP) S ensor.........................8A-20-2
.................................................................8A-21-2
u
.................................................................8A-23-1 Underhood Reel Lam p................................. 8A-110-0
...................................................................... 8A-24-1

Transfer Case Mode Selector Illumination

Lamp ...................................................... 8A-38-0
Transfer Case Switch.....................................8A-25-6
................................................................. 8A-26-6
.................................................................8A-27-4
.................................................................8A-38-0
Turn Signal Switch ...................................... 8A-110-0
Turn-Hazard Switch.....................................8A-110-0
v
Vehicle Speed Sensor Buffer ........................ 8A-33-0
Vehicle Speed Sensor Buffer Module ............ 8A-33-0
w
Water-ln-Fuel Sensor...................................8A-81-3
Windshield Washer P um p............................. 8A-91-0
Wiper Motor and M odule............................... 8A-91-0
BLANK
INTRODUCTION
DIAGNOSTIC INFORMATION
The Electrical Diagnosis section contains the following
types of diagnostic information (the way in which the
information is arranged may vary from system to system or
vehicle to vehicle):
• Electrical Schematics
• Component Location Lists
• Harness Connector Faces
• Troubleshooting Hints
• System Checks
• System Diagnosis
• Circuit Operation Descriptions
• Harness Routing Views
Using these elements together will make electrical
troubleshooting faster and easier. Each element is described
below.
The Circuit Schematic shows the electrical current
paths when a circuit is operating properly. It is essential to
understand how a circuit should work before trying to
diagnose a failure.
The Component Location List helps to find where
the components of a system can be located. A brief
statement of the location is given and also a reference to a
drawing that shows the component and its connecting
wires. These Component Location Views are in
SECTION 8A-201.
The Harness Connector Faces show the cavity or
terminal locations in all the 4 pin or larger connectors
shown in the schematic. Together with the wire colors and
terminals given in the schematic, they help locate test
points. The drawings show the connector faces as seen after
the harness connector has been disconnected from a
component or mating connector.
The Troubleshooting Hints offer short-cuts or
checks to help determine the cause of a complaint. They
are not intended to be a rigid procedure for solving an
electrical situation. Rather, Troubleshooting Hints represent
a common-sense approach, based on an understanding of
the circuit.
The System Check gives a summary of how the
system should be operated and what should happen. This is
especially important when working on a new system. The
System Check will help identify sym ptoms, lead to
diagnosis and confirm normal operation of the system after
repair.
The System Diagnosis provides a procedure to
follow that will locate the condition in a circuit causing a
malfunction. If your own knowledge of the system and the
Troubleshooting Hints have not produced a quick fix,
follow the System Diagnosis. All procedures are based on
symptoms to assist in locating the condition as fast as
possible.
The Circuit Operation describes the components and
how the circuit works.
Harness Routing Views are found in SECTION
8A-203. These views show the routing of the major wiring
harnesses and the in-line connectors between the major
harnesses.
SECTION/PAGE NUMBER
Sections are organized by subsystems with most
containing a circuit schematic and the associated text. This
makes the section easy to use, since the page number will
stay the same year after year. For example, the Cruise
Control schematic will always begin on page 8A-34-0. The
other information for Cruise Control follows and is paged
8A-34-1, 8A-34-2, etc.
Some sections may have more than one circuit
schematic, such as Power Distribution, Interior Lights and
Air Conditioning. The circuit of interest can either be
located by using the Index or by a quick look through the
related section.
All the engine circuits for a particular engine VIN type
are in the same section. This makes that section easy to
use, since schematics for other engines are not in your way.
The Instrument Panel schematics are organized similarly. If
you are working on a vehicle with a Digital Cluster, only
the schematics that apply to that vehicle’s Digital Cluster
w ill be in the section you use. Inform ation on the
Indicators and Gages Clusters will be in other sections.
 r =
Figure 1— Typical Horn Schematic
SCHEMATICS
Schematics break the entire electrical system down into
individual circuits. Wiring which is not part of the circuit
of interest is referenced to another page, where the circuit
is shown complete.
Important:
• It is important to realize that no attempt is made on
the schematic to represent components and wiring as
they physically appear on the vehicle. For example, a
4-foot length of wire is treated no differently in a
schematic from one which is only a few inches long.
The number of cavities for each connector is listed in
the Component Location List. Similarly, switches and
other components are shown as simply as possible,
with regard to function only.
r
BS0008A2
When diagnosing a Horn problem, the technician
would reference the Horn section. The schematic in Figure
1 is a typical example of what would be found in a Horn
section of SECTION 8A, along with the following text.
Voltage is applied to the Horn Relay at all times.
When the relay coil is grounded by closing the Horn
Switch, the relay contacts close. When the relay contacts
are closed, both the LH and RH Horns are energized.
COMPONENT LOCATIONS
To locate the schematic components on the vehicle, use
the Component Location List. Refer to “ Typical Entries in
the Component Location List.”
Listed in the left hand column are the components,
connectors, grounds and splices shown on the schematic.
To the right of the component is the location, "Under RH
side of I/P." Reference to LH and RH is made as though
INTRODUCTION

the technician was sitting in the driver’s seat. On the same view of the connector face may be found. Connectors with
line, in the next two colum ns, are page and figure 3 cavities or less are not included in SECTION 8A-202,
references for SECTION 8A-201, "Component Location "Harness Connector Faces."
Views." In this case, you are directed to Figure 4 on page Grounds are listed next in the table. The location
8A-201-1. description for G101 reads, "Behind LH Com posite
Where connectors are listed, the number of cavities is Headlamp." You are directed to page 8A-201-8, Figure 14.
provided. This represents the total number of cavities in the Nearly every component, connector, ground or splice
connector, regardless of how many are actually used. This shown on a schematic can be pinpointed visually by using
information is provided to help identify connectors on the the Component Location View figures.
vehicle. In the far right column is a page reference where a

COMPONENT LOCATION 201-PG FIG. CONN

Convenience Center ......... ....... Under RH side of I/P ............................................................. ...... l ....... 4
Fuse B lock......................... ....... Behind I/P Compartment D oor............................................. ...... o ....... 2

CONNECTORS
C l00 (34 cavities)............ ...... Mounted to LH Hood Hinge ............................................... ...... 7 ....... 11. 202-0
C210 (15 cavities) ........... ...... Above Convenience Center, behind I/P Compartment ..... ....... 18 ..... 23 202-2

GROUNDS
G 101.................................... ....... Behind LH Composite Headlamp......................................... ...... 8 ........ 14

SPLICES
S139..................................... ...... Forward Lamp Wiring Ham, behind RH Composite
Headlamp............................................................................... ..... 8 ........ 15
S212...................................... ....... I/P Wiring Ham, behind I/P, above Steering Column ...... ...... 6 ....... 8

Figure 2— Typical Entries in the Component Location List

 C201
C209
a
[c jjl{ c
D
J & €
-J

12059472 12064752
7 - WAY F METRI - PACK MIXED SERIES 6 - WAY F METRI-PACK 280 SERIES
BLK
BLK

C406
£
Bgfl
E'OfE°EcE-E
12034297
4 - WAY M/F WEATHER PACK SHD
& a a 2a aa

12065666
BLK
12-WAY PC EDQEBOARD- ECM
BLK
CRUISE CONTROL MODULE

6 -1 -9 4
BS0018A2

Figure 3— Typical Harness Connector Faces

HARNESS CONNECTOR FACES
The connectors (see Figure 3) are labeled with the
component they are connected to, or the connector number.
In addition the color of the connector is given along with
the family/series name.
If you need to backprobe a connector while it is on the
component (refer to page 8A-4-3 for probing procedures),
the order of the terminals must be mentally reversed. The
wire color is a help in this situation. If there is more than
one wire of the same color, you may need to locate a test
point from its terminal number. A useful trick is to imagine
that you are probing a terminal from behind the page you
are looking at. Then mentally locate that terminal with
respect to the keyway or other reference mark.
INTRODUCTION

W INDSHIELD DASH PANEL REAR SHELF

6 -1 -9 4
BS0028A2

Figure 4— Body Part Names

OTHER INFORMATION CONN Connector
EBCM Electronic Brake Control Module
BODY PART NAMES EBTCM Electronic Brake and Traction Control
Refer to Figure 4 for the correct body part names. Module
ECM Engine Control Module
VIN REFERENCES HARN Harness
If schematics for more than one variation of an engine l/P Instrument Panel
type— V6, for example—are shown, then the schematics LH Left Hand
will be labeled with VIN designation to distinguish the PCM Powertrain Control Module
variations. RH Right Hand
TERM Terminal
SERVICE PARTS IDENTIFICATION LABEL For a list of additional abbreviations, refer
To aid service and parts personnel in identifying to SECTION OA.
options and parts originally installed, a Service Parts
Identification Label has been placed in the vehicle. See POWER DISTRIBUTION
SECTION OA for the location of the label and the The Power Distribution schematic shows the wiring
definition of the option codes. from the Battery and Generator to the Starter Solenoid,
Fuse Block, Ignition Switch and Light Switch. The first
ABBREVIATIONS component after a Fusible Link is also shown. In certain
instances, the first component after a Fuse Block fuse and
A/C Air Conditioning Light Switch is also shown.
CCM Central Control Module The Power Distribution schematic refers to Fuse Block
CKT Circuit Details or the appropriate section schematics. By using
these schematics, power distribution wiring can be followed terminal to the various circuits on the vehicle. For example,
from the Battery and Generator to the first component after battery voltage is applied to the Starter Solenoid, Fusible
a Fusible Link, Fuse or Light Switch. The ability to follow Link D, Fuses 1 and 2 in the Fuse Block and the Light
the power distribution wiring to the first component in each Switch in the LH Pod. These fuses are said to be Hot At
circuit is extremely helpful in locating short circuits which All Times, since battery voltage is always applied to them.
cause fusible links and fuses to open. Notice that battery voltage is also applied to Fusible
Figure 5 is a sample Power Distribution schematic. It Link F and Coolant Fan Relay.
shows how voltage is applied from the positive battery

3 RED FUSIBLE LINK D

V6 VIN L 1 RED I
L4 VIN U 1 BLK I
V6 VIN L 2 RED I
A 5 « £ 1 f if l FUSIBLE LINK F I
L4 VIN U 3 RED

V6 VIN L .8 GRN >

L4 VIN U 1 BLK
■P100
V6 VIN L L4 VIN U
A

y
2 RED
D |I 2
y
3 RED ■ 2
V6 VINL
L4VIN U
32 BLK
19 BLK

1 COOLANT r- “ *1 COOLANT gaa ■■ STARTER

3 RED
I FAN RELAY I I FAN RELAY I SOLENOID
PAGE 8A-31-0 1 PAGE 8A-31-1 PAGE 8A-31-1 BATTERY
I I

3 RED

S206
3 RED 2 h h h i T-
LH PODI
D K ---------------------------- - W i
I LIGHT
i SWITCH

A
.8 ORN 240

HEAD _
PARK
» OFF HEAD
~T O'
I HOT AT ALL TIMES
I
PARK
' FUSE
BLOCK
I__ ___________
_ ___ J V Q _ B y C2 _ _
l _
FUSE 1 FUSE 2
20 AMP 20 AMP
1 y e l I - io

HEADLIGHT*""
DIMMER SWITCH I SEE EXTERIOR
PAGE 8A-100-01 LIGHTS
PAGE 8A-110-0
SEE FUSE
BLOCK DETAILS
PAGE 8A-11-1
6-1-M
BS0038A2

Figure 5— Typical Power Distribution Schematic

INTRODUCTION

PAGE 8A-151-0 PAGE 8A-114-0

6 -1 -9 4
B80048A2

Figure 6— Typical Fuse Block Details Schematic

FUSE BLOCK DETAILS
The Fuse Block Details schematic (see Figure 6)
shows all of the wiring between a fuse and the components
connected to the fuse. The Fuse Block Details schematic is
extremely helpful in locating a short circuit that causes a
fuse to open.
 LH LH DUAL RH FRONT RH
HIGH BEAM BEAM PARK/TURN HIGH BEAM
HEADLIGHT HEADLIGHT LAMP HEADLIGHT

( I ( ) ) ( ) ( I

.8 BLK 150 .8 BLK/WHT 151

G101 G102

6 -1 -9 4
BS0058A2

Figure 7— Typical Ground Distribution Schematic

GROUND DISTRIBUTION
Figure 7 is a sample Ground Distribution schematic for
the Headlamps. It shows exactly which components share
each ground. This information can often be a time-saver
when troubleshooting ground circuits.
For example, if both Headlamps and the Park/Turn
Lamp on one side are out, suspect an open in their
common ground wire or the ground connection itself. On
the other hand, if one of the lamps work, the ground and
the wire up to the splice are good. You have learned this
just by inspecting the schematic and knowing the vehicle’s
symptoms. No actual work on the lighting system was
needed.
SYMBOLS
ELECTROSTATIC DISCHARGE (ESD) AND SUPPLEMENTAL INFLATABLE RESTRAINT (SIR)

ELECTROSTATIC DISCHARGE (ESD)

SENSITIVE DEVICES
All ESD sensitive components are Solid State and the
following information applies to them.
The ESD symbol (Figure 1) is used on schematics
—1 ENGINE
(Figure 2) to indicate which components are ESD sensitive.
| POWER 'ND'fATOR l S f F (ECM>
When handling any electronic part, the service technician | LAMP |

should follow the guidelines below to reduce any possible GROUND___________________________________ ,

electrostatic charge build-up on the service technician’s A12y£2

body and inadvertent discharge to the electronic part. If it LK/W HT1450
6 -1 -9 4
is not known whether or not a component is ESD sensitive, B80018A3
assume it is susceptible.
Figure 2 - Typical Schematic

HANDLING PROCEDURES
1. Always touch a known good ground before handling
SUPPLEMENTAL INFLATABLE RESTRAINT
the part. This should be repeated while handling the
(SIR) SYSTEM: IF EQUIPPED
The SIR symbol (Figure 3) is used on schematics to
part and more frequently after sliding across a seat,
alert the technician to the following important caution:
sitting down from a standing position or walking a
distance.
CAUTION: This vehicle is equipped with
2. Avoid touching electrical terminals of the part, unless
so instructed by a written diagnostic procedure.
S upplem ental Inflatable R estraint (SIR).
3. When using a voltmeter, be sure to connect the ground
Refer to CAUTIONS in SECTION 9J under
"O N -V E H IC LE SER V IC E 11 and th e SIR
lead first.
Component and W iring Location view in
4. Do not remove a part from its protective package until
SECTION 9J before performing service on
it is time to install the part.
o r aro un d SIR co m p o n e n ts o r w irin g .
5. Before removing the part from its package, ground the
package to a known good ground on the vehicle.
Failure to follow CAUTIONS could result in
p o s s ib le a ir bag d e plo ym e n t, personal
injury, or otherwise unneeded SIR system

A
repairs.

BS0008A3

Figure 1 - ESD Symbol

MEASURING PROCEDURES
The circuits shown within the boxes are greatly
Figure 3 - SIR Symbol
simplified. Do not troubleshoot by measuring resistance at
any terminal of these devices unless so instructed by a
written diagnostic procedure. Due to the simplification of
the schem atics, resistan ce m easurem ents could be
misleading, or could lead to electrostatic discharge.
SYMBOLS

□
ENTIRE
COMPONENT 2 RED/YEL WIRE INSULATION
SHOWN IS RED WITH A
79 YELLOW STRIPE.

PART OF A WIRE GAGE AND INSULATION

COMPONENT COLOR ARE LABELED.
SHOWN
SPLICES ARE SHOWN
AND NUMBERED.

CIRCUIT NUMBER IS
SHOWN TO HELP IN
TRACING CIRCUITS.

DETAILS ABOUT
COMPONENT OR
ITS OPERATION

PASS THROUGH
GROMMET, NUMBERED
COMPONENT CASE FOR REFERENCE.
IS DIRECTLY
ATTACHED TO .5 R E D ! 2 A WAVY LINE
METAL PART MEANS A WIRE IS
OF VEHICLE TO BE CONTINUED.
(GROUNDED).

WIRE IS ATTACHED TO
METAL PART OF VEHICLE

IJ
(GROUNDED). FUSIBLE LINK SIZE AND
FUSIBLE
LINK INSULATION COLOR
GROUND IS NUMBERED ARE LABELED.
G103 FOR REFERENCE ON
COMPONENT LOCATION LIST.

i
WIRE IS INDIRECTLY
CONNECTED TO GROUND. CURRENT PATH
SEE GROUND IS CONTINUED
DISTRIBUTION AS LABELED.
PAGE 8A-14-0 WIRE MAY HAVE ONE OR
MORE SPLICES OR CONNECTORS THE ARROW SHOWS
BEFORE IT IS GROUNDED. THE DIRECTION OF
G101 CURRENT FLOW
AND IS REPEATED
WHERE CURRENT
TO GENERATOR PATH CONTINUES.
PAGE 8A-30-0

FEMALE TERMINAL
CONNECTOR REFERENCE
NUMBER FOR COMPONENT
LOCATION LIST A WIRE WHICH
CONNECTS TO
t C1Q3 LIST ALSO SHOWS TOTAL ANOTHER CIRCUIT.

\
NUMBER OF TERMINALS THE WIRE IS
POSSIBLE. C103 (6 CAVITIES) SHOWN AGAIN
ON THAT CIRCUIT.
MALE TERMINAL

TO INSTRUMENT CLUSTER
PAGE 8A-81-3

CONNECTOR
ATTACHED TO
COMPONENT
CIRCUIT
BREAKER

SWITCH CONTACTS THAT

MOVE TOGETHER

CONNECTOR ON DASHED LINE SHOWS

COMPONENT A MECHANICAL
LEAD (PIGTAIL) CONNECTION BETWEEN 6-1-94
SWITCH CONTACTS.
BS0038A3
SYMBOLS
ELECTROSTATIC DISCHARGE (ESD) AND SUPPLEMENTAL INFLATABLE RESTRAINT (SIR)

.5 L T B L U I I TWO TERMINALS

IX 237
C216
IN THE SAME
CONNECTOR

DASHED LINE SHOWS

A PHYSICAL
CONNECTION
INDICATES THIS CIRCUIT
CONTINUES WITHIN DEVICE;
I.E., OTHER BULBS

BETWEEN PARTS AN INDICATOR

(SAME CONNECTOR). WHICH DISPLAYS
THE LIGHTED
WORD 'BRAKE'

ECM CONNECTOR IDENTIFICATION

C1 - BLACK - 32 WAY
C2 ■ BLACK - 24 WAY

~ | ENGINE INDICATES THAT

CONTROL THE CIRCUITRY IS
I MODULE (ECM) 3 BLK 1 150
NOT SHOWN IN
SEE GROUND COMPLETE DETAIL
DISTRIBUTION BUT IS COMPLETE ON
PAGE 8A-14-0 THE INDICATED PAGE
m G200

ELECTROSTATIC DISCHARGE
(ESD) SENSITIVE DEVICES
ARE IDENTIFIED. REFER TO
PAGE 8A-3-0 FOR HANDLING 1 ORN I 40
AND MEASURING PROCEDURES.
WIRE CHOICES
NO GAGES GAGES FOR OPTIONS
OR DIFFERENT
C309 ^ C309 MODELS ARE
SHOWN AND
LABELED.
1 ORN 1 40 .5 ORN 1 40

UNLESS NOTED,
THE RELAY WILL
INDICATES THAT
POWER IS
[ HOT IN ACCY OR RUN
I
FUSE
BLOCK
LABEL OF
FUSE BLOCK
CONNECTOR
CAVITY

BE SHOWN IN A
DE-ENERGIZED STATE
SUPPLIED WITH RADIO A
FUSE
/
IGNITION SWITCH 10 AMP I
WITH NO CURRENT IN "ACCY" AND
FLOWING THROUGH "RUN" POSITIONS
THE COIL.

WHEN CURRENT FLOWS

THROUGH COIL, CONTACT
WILL TOGGLE.

DIODE
ALLOWS CURRENT
TO FLOW IN ONE
DIRECTION ONLY

FUSIBLE LINK
3 CONNECTORS ARE
SHOWN CONNECTED
TOGETHER ATA
JUNCTION BLOCK.
FOURTH WIRE IS
SOLDERED TO COMMON
CONNECTION ON
BLOCK.
FUSIBLE LINK NUMBER FOR TOTAL

C r
CONNECTS TO
CONNECTOR
SCREW TERM INAL.
SHOWN SEPARATED
LETTERS FOR EACH
6-1-94 CONNECTOR TERMINAL
BS0048A3
SYMBOLS

VACUUM JUNCTION 1
EASY FLOW DIRECTION
HOSE COLOR VACUUM
TANK

IN THE "AT REST"

POSITION SHOWN, NO FLOW DIRECTION
THE VALVE DOES
THE FOLLOWING:
PORTA IS SEALED.
PORT BIS VENTED
TO THE ATMOSPHERE.
DOUBLE DIAPHRAGM MOTOR
NO VACUUM

WHEN THE VALVE IS

MOVED TO THE
“OPERATED" POSITION,
VACUUM FROM PORTA
IS CONNECTED TO
PORTB.

THE SOLENOID VACUUM

VALVE USES THE
SOLENOID TO MOVE
THE VALVE.

SINGLE DIAPHRAGM MOTOR

NO VACUUM VACUUM NO VACUUM

SERVO MOTOR

PARTIAL VACUUM

6 -1 -9 4
BS0058A3

Vacuum Motors operate like electrical solenoids,
mechanically pushing or pulling a shaft between two fixed
positions. When vacuum is applied, the shaft 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 fully retracted. The
servo is operated by a control valve that applies varying
amounts of vacuum to the motor. The higher the vacuum
level, the greater the retraction 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 are generally larger and provide a calibrated
control.
TROUBLESHOOTING PROCEDURES
BASIC KNOWLEDGE REQUIRED
Without a basic knowledge of electricity, it will be
difficult to use the diagnostic procedures contained in this
section. You should understand the basic theory of
electricity and know the meaning of voltage, current (amps)
and resistance (ohms). You should understand what
happens in a circuit with an open 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 have narrowed down the
possible causes.

HEADLIGHTS
HOT AT ALL TIMES

- “ “ T K ™ “ “ 1 HEADLIGHT
1 CIRCUIT BREAKER 5 'P -------------
I ;SWITCH

SEE PAGE 8A-3-0

FOR MEASURING
............ ... OFF A
HEAD AND HANDLING
I T PARK PARK I PROCEDURES

L — _____ — —J

6 -3 -9 4
BS0008A4

Figure 1— Typical Headlights Schematic

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 with the problem circuit. (Shared
circuits are shown on Power D istribution, Ground
Distribution, Fuse Block Details and Light Switch Details
pages.) Try to operate 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 problem circuit.
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 are OK, the most
probable cause is component failure.
Step 4: Test the Repair
Repeat the System Check to verify that the fault has
been corrected and that no other faults were induced during
the repair.
Example:
A customer brings in a vehicle and says that the HI
beams do not work.
Step 1: Perform a System Check on the
Headlight Circuit
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 2: Read the Headlights Electrical
Schematic (Figure 1).
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 it doesn’t.
After you understand how the circuit should operate,
read the schematic again, this time keeping in mind what
you have learned by operating the circuit.
Since both LO beams work, you know that the
Headlight Switch, the YEL wire, the LO contacts of the
Headlight Dimmer Switch, terminal “ IE ” of C100, the
TAN wires and grounds G105 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 HI contacts of the Headlight
Dimmer Switch and the LT GRN wire between the
Headlight Dimmer Switch and C l00 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 the HI beam
filaments have burned out in both headlamps, or that both
headlamps connections are bad. The cause must be a bad
connection at C l00, or a break in the LT GRN wire
between C l00 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.
Step 3: Find the fault and repair it.
U sing the C om ponent L o c a tio n L ist and the
corresponding figure, you can quickly find C l00 and the
LT GRN wire, locate the exact trouble point and make the
repair.
Step 4: Check the repair by performing a
System Check on the Headlights Circuit.
This, of course, means making sure that both HI
beams, both LO beams and the HI Beam Indicator are all
working.
Now suppose that the symptoms were different. You
may have operated the Headlamps and found that the LO
beams were working, but neither the HI beams nor the HI
Beam Indicator were working. Looking at the schematic,
you might conclude that it is unlikely that both HI beam
filaments and the HI Beam Indicator have all burned out at
once. The cause is probably the Headlight Dimmer Switch
or its connector.
TROUBLESHOOTING TOOLS
Electrical troubleshooting requires the use of common
electrical test equipment.
TEST LIGHT/DIGITAL VOLTMETER
Use a test light to check for voltage. A Test Light
(J 34142-B) is made up of a 12 volt 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 being tested.
A DVM can be used instead of a test light. While a
test light shows whether or not voltage is present, a DVM
indicates how much voltage is present.
An increasing number of circuits include solid state
control modules. One example is the Engine Control
Module (ECM). Voltages in these circuits should be tested
only with a 10-megohm or higher impedance DVM or
multimeter (J 39200). Unless directed to within the
TROUBLESHOOTING PROCEDURES
diagnostics, never use a test light on circuits that contain
solid state components, since damage to these components
may result.
W hen 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® connector,
always probe the connector from the back. Always check
both sides of the connector. An accumulation of dirt and
corrosion between contact surfaces is sometimes a cause of
electrical problems. A terminal contact checking procedure
can be found on page 8A-4-6.
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 of probes which mate with
many of the types of terminals you will see. Avoid using
paper clips and other substitutes since they can damage
terminals and cause incorrect measurements.
SELF-POWERED TEST LIGHT
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 are touched together, the
bulb will go on.
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 points along 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 test light circuit will be completed and the
bulb will go on.
Never use a self-powered test light on circuits that
contain solid state components, since damage to these
components may result.
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. Low resistance
means good continuity.
Circuits which include any solid state control modules,
such as the Engine Control Module (ECM), should be
tested only with a 10-megohm or higher impedance digital
multimeter (J 39200).
When measuring resistance with a DVM, the vehicle
Battery should be disconnected. This will prevent incorrect
readings. DVMs apply such a small voltage to measure
resistance that the presence of voltages can upset a
resistance reading.
Diodes and solid state components in a circuit can
cause 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 com ponent is affecting the
measurement.
FUSED JUMPER WIRE
A fused jumper (J 36169) is available with small
clamp connectors providing adaptation to most connectors
without damage. This fused jumper wire is supplied with a
20 amp fuse which may not be suitable for some circuits.
Do not use a fuse with a higher rating than the fuse that
protects the circuit being tested.
NOTICE: A fused jumper may not protect solid state
components from being damaged.
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 and shows you the
location of the short through body trim or sheet metal.
FUSE TESTER
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 the fuse, either into the
slots of a flat fuse or to the metal ends of a glass fuse.
With power on, a red LED in the tester lights if the fuse is
open. The handle of the tester is a tool for removing either
type of fuse.
TROUBLESHOOTING TESTS
Always check for aftermarket accessories (non-OEM)
as the first step in diagnosing electrical problems. If the
vehicle is so equipped, disconnect the system to verify that
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.
Refer to 1990/1991 model year bulletin entitled,
“Installation Guidelines for Aftermarket Accessories” for
specific information.
PROBING
After probing, when reconnecting connectors or
replacing terminals, always be sure to reinstall Connector
Position Assurance (CPA) and Terminal Position Assurance
(TPA).
Frontprobe
When frontprobing of connectors is required, always
use a mating terminal adapter from Connector Test Adapter
Kit (J 35616-A). The use of proper adapters will ensure
that proper terminal contact integrity is maintained. For a
terminal contact checking procedure, refer to page 8A-4-6.
TESTING FOR CONTINUITY (Figure 3)
Backprobe
Only backprobe connector terminals when specifically
called for in diagnostic procedures. Since backprobing can
be a source of damage to connector terminals, extra care
must be taken to avoid deforming the terminal, either by
forcing the test probe too far into the cavity or by using too
large a test probe.
TESTING FOR VOLTAGE (Figure 2)
1. Connect one lead of a test light to a known good
ground. When using a DVM, be sure the voltmeter’s
negative lead is 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.
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, low or no resistance means
good continuity.

I HOT AT ALL TIMES

“T " FUSE
I
I BLOCK

*N
f I RED

SWITCH

I
BLU

SOLENOID

8 -3 -9 4
B80018A4
6 -3 -9 4
Figure 2— Voltage Check BS0028A4

After backprobing any connector, always check for Figure 3— Continuity Check through a Switch
terminal damage. If terminal damage is suspected, check
for proper terminal contact (refer to “ Checking Terminal
Contact,” page 8A-4-6).
TROUBLESHOOTING PROCEDURES
6 -3 -9 4
B80036A4
Figure A— Voltage Drop Test
TESTING FOR VOLTAGE DROP (Figure 4)
This test checks for voltage being lost along a wire, or
through a connection or switch.
1. Connect the positive lead of a DVM to the end of the
wire (or to one side of the connection or switch)
which is closer to the 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.
6 -3 -9 4
B80048A4
Figure 5 - Testing for Short with Test Light or DVM
TESTING FOR SHORT TO GROUND
With a Test Light or DVM (Figure 5)
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 6 inches apart) while watching the 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.

BATTERY DISCONNECTED
8 -3 -9 4
BS0058A4
Figure 6 - Testing for Short with Self-Powered Test Light or
Ohmmeter
With a Self-Powered Test Light or Ohmmeter
(Figure 6)
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 6 inches apart) while watching the 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
1. Find the schematic in “Fuse Block Details,” page
8A-11-0, 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 on previous page.
• 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.
JUMP STARTING PROCEDURE
Refer to SECTION 6D-1 for jump starting procedure.
INTERMITTENT AND POOR CONNECTIONS
Most intermittents are caused by faulty electrical
connections or wiring, although occasionally a sticking
relay or solenoid can be a problem. Some items to 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 component or mating
connector.
• Im properly form ed or dam aged term inals. 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 “ Checking Terminal Contact” in this
section for the specific procedure.
• The J 35616-A Connector Test Adapter Kit must be
used whenever a diagnostic procedure requests
checking or probing a terminal. Using the adapter will
ensure that no damage to the terminal will occur, as
well as giving an idea of whether contact tension is
sufficient. If contact tension seems incorrect, refer to
“ Checking Terminal Contact” in this section for
specifics.
• Poor terminal-to-wire connection. Some conditions
which fall under this description are poor crimps, poor
solder joints, crimping over wire insulation 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 a multi-strand type wire
are intact, resistance could be far too high.
To avoid any of the above problems when making
wiring or terminal repairs, always follow the instructions
for wiring and terminal repair outlined in SECTION 8A-5.
TROUBLESHOOTING PROCEDURES
CHECKING TERMINAL CONTACT
When diagnosing an electrical system that utilizes
Metri-Pack 150/280/480/630 series terminals (refer to
Terminal Repair Kit, J 38125-A, instruction manual,
J 38125-4 for terminal identification), it is important to
check term in al c o n tac t betw een a co n n ecto r 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 term inal contact. A poor
connection between the male and female terminal at a
co n n ecto r may be the re su lt of contam ination or
deformation.
Contamination is caused by the connector halves being
improperly connected, a missing or damaged connector
seal, or damage to the connector itself, 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.
Deformation is caused by probing the mating side of a
connector terminal without the proper adapter, improperly
joining the connector halves or repeatedly separating and
joining the connector halves. Deformation, usually to the
female terminal contact tang, can result in poor terminal
contact (see Figure 7), causing an open or intermittently
open circuit.
Follow the procedure below to check terminal contact.
1. Separate the connector halves. Refer to Terminal
Repair Kit, J 38125-A, instruction manual, 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 high terminal resistance, intermittent contact
or an open circuit. An underhood or underbody
connector that shows signs of contamination 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 of force 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 terminal to the female terminal in question. If the
retention force is significantly different between the
two female terminals, replace the female terminal in
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
DVM connected to the suspected circuit. An abnormal
voltage reading when the problem occurs indicates the
problem may be in that circuit.
 m TYPICAL METRI - PACK 150/280/480/630 SERIES FEMALE TERMINAL
(150 SERIES PUSH -TO -SEAT SHOWN)

m CONTACT TANG

|~d~l AMOUNT OF DEFORMATION

6 -1 -0 4
BS0068A4

Figure 7 - Deformation of a Typical Metri-Pack 150/280/480/630 Series Female Terminal

TROUBLESHOOTING PROCEDURES
DETECTING ELECTRICAL INTERMITTENTS
Use the following procedure to detect intermittent
terminal contact or a broken wire with an intermittent
connection inside the insulation.
The J 39200 Digital Multimeter has the ability to
monitor current, resistance, or voltage while recording the
minimum (MIN) and maximum (MAX) values measured.
The meter can also be set to display the average (AVG)
value measured.
When diagnosing circuits that have voltage applied,
use the voltage setting to monitor a connector (or length of
a circuit) which is suspected of having 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. This will
continuously monitor the terminal contacts or length
of wire being checked. See “Meter Connections” for
examples of the various methods for connecting the
meter to the circuit.
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 ms RECORD” (100 millisecond record) and
emit a 1/4 second beep. The meter is 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 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 open or resistance exists. Any
change in voltage will cause the meter to emit a tone
for no less than 1/4 second. (Listening for a tone
w hile m anipulating w iring 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 to monitor 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 MAX recorded
v o ltag es (u n less nearly 0 vo lts) suggests an
intermittent open or that resistance exists and should
be repaired as necessary. Refer to SECTION 8A-5 of
any current GM Service Manual for approved repair
procedures.
Im portant:
The “ 100 ms RECORD” (100 millisecond record)
mode is NOT the amount of time allowed to perform
a specific procedure. It is the amount of time used to
record each snapshot of inform ation used for
calculating “ AVG” when in the “ MIN MAX” mode.
METER CONNECTIONS
The previous diagnostic procedure was written to
detect intermittents using the meter set to voltage. Whether
using the current, voltage or resistance setting 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 for continuous monitoring
while performing other operations or test driving. (Do
not backprobe “Weather Pack®” 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 checking multiple
circuits quickly.
ADDITIONAL INFORMATION
NOTICE: Turn off power to the test circuit before
attem pting in-circuit resistance measurements to
prevent false readings or damage to the meter. Do not
use the meter to measure resistance through a solid
state module.
C o n tin u ity tests th at w ork w ell for d etectin g
intermittent shorts to ground can be performed by setting
the meter to “ ohms” then pressing the “ PEAK MIN
MAX” button. An audible tone will be heard whenever the
meter detects continuity for at least 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 for reference during new
procedures.
BLANK
REPAIR PROCEDURES
ELECTRICAL REPAIRS
This section provides instruction in the following
repairs:
• Circuit Protection
• Typical Electrical Repairs
• Splicing Copper Wire
• Splicing Twisted/Shielded Cable
• Repairing Connectors (Except Weather Pack®)
• Repairing Weather Pack® (Environmental) Connectors
• Terminal Repair
After any electrical repair is made, always test the
circuit afterwards by operating the devices in the circuit
This confirms not only that the repair is correct but, also,
that it was the cause of the complaint.
CIRCUIT PROTECTION
The purpose of circuit protection is to protect the
wiring assembly during normal and overload conditions.
An overload is defined as a current requirement 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 a pinched 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 an electronic component
short circuits, the circuit protection device will assure a
m inimal amount of damage to the wiring assembly.
However, it will not necessarily prevent damage to the
component.
CIRCUIT PROTECTION DEVICES
There are three basic types of circuit protection
devices: Circuit Breaker, Fuse and Fusible Link.
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 other type of
overload condition in the circuit, the excessive current will
open the circuit between the circuit breaker terminals.
There are two basic types of circuit breakers used in GM
vehicles: cycling and non-cycling.
CYCLING CIRCUIT BREAKER
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, it will close again
after a few seconds. If the cause of the high current is still
present it will open again. It will continue to cycle open
and closed until the condition causing the high 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 small heater wire within the
non-cycling circuit breaker. This wire provides enough heat
to keep the bimetallic element open until the current source
is removed.
The other type is solid state, called out in this section
as Electronic Circuit Breaker (ECB). This device has a
Positive Temperature Coefficient. It increases its resistance
greatly when excessive current passes through it. The
excessive current heats the ECB. As it heats, its resistance
increases, therefore having a P ositive Tem perature
Coefficient. Eventually the resistance gets so high that the
circuit is effectively open. The ECB will not reset until the
circuit is opened, removing voltage from its terminals.
Once voltage is removed, the circuit breaker will re-close
within a second or two.
FUSES
The most common method of automotive wiring circuit
protection is the fuse (Figure 1). A fuse is a device that, by
the melting of its element, opens an electrical circuit 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 is overloaded or after a malfunction is repaired.
n
TOP
SIDE
JL
Fuse Element
Autofuse Minifuse
6 -7 -9 4
BS0008A5
 Fuses are color coded. The standardized color AUTOFUSE
identification and ratings are shown in Figure 2. For CURRENT RATING COLOR
service replacement, non-color coded fuses of the same
respective current rating can be used. 3 VIOLET
5 TAN
Examine a suspect fuse for a break in the element. If 7.5 BROWN
the element is broken or melted, replace the fuse with one 10 RED
15 BLUE
of equal current rating. 20 YELLOW
There are additional specific circuits with in-line fuses. 25 NATURAL
30 GREEN
These fuses are located within the individual wiring harness
and will appear to be an open circuit if 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 often used to protect the MAXIFUSE
wiring assembly between the Fuse Block and the system CURRENT RATING COLOR
components.

MAXIFUSE 20 YELLOW
30 GREEN
The Maxifuse was designed to replace the fusible link 40 AMBER
and Pacific Fuse elements. The Maxifuse is designed to 50 RED
60 BLUE
protect cables, normally between the battery and fuse 70 BROWN
block, from both direct short circuits and resistive short 80 NATURAL
circuits.
Compared to a fusible link or a Pacific Fuse element,
the Maxifuse performs much more like an Autofuse,
although the average opening time is slightly longer. This
is because the Maxifuse was designed to be a slower
blowing fuse, with less chance of nuisance blows.
MINIFUSE
MINIFUSE CURRENT RATING COLOR
The Minifuse is a smaller version of the Autofuse and
has a similar performance. As with the Autofuse, the 5 TAN
Minifuse is usually used to protect the wiring assembly 7.5 BROWN
10 RED
between a fuse block and system components. Since the 15 BLUE
Minifuse is a smaller device, it allows for more system 20 YELLOW
25 NATURAL
specific fusing to be accomplished within the same amount 30 GREEN
of space as Autofuses.

PACIFIC FUSE ELEMENT/MAXIFUSE

The P acific Fuse E lem ent and M axifuse were
developed to be a replacement for the fusible link. Like a
fusible link, the fuses are designed to protect wiring from a
direct short to ground. These elements are easier to service PACIFIC FUSE ELEMENT
and inspect than a fusible link and will eventually replace CURRENT RATING COLOR
fusible links in all future vehicle applications.
30 PINK
40 GREEN
FUSIBLE LINKS 50 RED
In addition to circuit breakers and fuses, some circuits 60 YELLOW
use fusible links to protect the wiring. Like fuses, fusible
links are "one-time" protection devices that will melt and 9 -9 -9 4
B80018AS
create an open circuit (see Figure 3).
REPAIR PROCEDURES
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.
Fusible links are used instead of a fuse in wiring
circuits that are not normally fused, such as the ignition
circuit. For AWG sizes, each fusible link is four wire gage
sizes smaller than the wire it is designed to protect. For
example: to protect a 10 gage wire use a 14 gage link or
for metric, to protect a 5 mm2 wire use a 2 mm2 link (see
Figure 6). Links are marked on the insulation with
wire-gage size because the heavy insulation 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
fusible link.
Fusible links are available with three types of
insulation: Hypalon®, Silicone/GXL (SIL/GXL) and
Expanded Duty. All future vehicles that use fusible links
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® fusible links.
Hypalon® fusible links can only be used to replace
Hypalon® fusible links.
Determining characteristics of the types of fusible
links are:
CONNECTOR COVERING
5 -2 9 -9 4
BS0028A5
— Hypalon® (limited use): only available in.35 mm2 or
smaller and its insulation is one color all the way
through.
— SIL/GXL (widely used): available in all sizes and has
a white inner core under the outer color of insulation.
— 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 the 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 150-225 mm
(approx. 6-9 in.) long. NEVER make a fusible link longer
than 225 mm (approx. 9 in.).
CAUTION: Fusible links cut longer than 225
mm (a p p ro x . 9 in .) w ill n o t p ro v id e
sufficient overload protection.
To replace a damaged fusible link (Figure 4), cut it off
beyond the splice. Replace with a repair link. When
connecting the repair link, strip wire and use staking-type
pliers to crimp the splice securely in two places. For more
details on splicing procedures, see "Splicing Copper Wire."
Use crimp and seal splices whenever possible. When using
splice clips, refer to page 8A-5-3; when using crimp and
seal splice sleeves, refer to page 8A-5-6.
DAMAGED
FUSIBLE
REPAIR LINK ONE HARNESS
WIRE (RED)
5 -2 8 -9 4
BS0038A5
 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 harness wire (see
Figure 5).
TYPICAL ELECTRICAL REPAIRS
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. 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
a fuse to blow or a circuit breaker to open.
Repair Kit. The splice clip is a general purpose wire repair
device. It may not be acceptable for applications having
special requirements such as moisture sealing. Refer to the
appropriate Service Manual section to determine if there
are any special requirements.
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 from sewing supply stores). If the
harness has a black plastic conduit, simply pull out the
desired wire.

SHORT CIRCUITS CAUSED BY DAMAGED WIRE Step 2: Cut the Wire

INSULATION Begin by cutting as little wire off the harness as
• Locate the damaged wire. possible. You may need the extra length of the wire later if
• Find and correct the cause of the wire insulation you decide to cut more wire off to change the location of a
damage. splice. You may have to adjust splice locations to make
• For minor damage, tape over the wire. If damage is certain that each splice is at least 40 mm (1.5 in.) away
more extensive, replace the faulty segment of the wire from other splices, harness branches or connectors.
(refer to the splicing instructions for copper or
shielded cable for the correct splicing procedure). Step 3: Strip the Insulation
When replacing a wire, use a wire of the same size as
SPLICING COPPER WIRE USING SPLICE the original wire or larger. The schematics list wire size in
CUPS metric units. The folowing table (Figure 6) shows the
Splice clips are included in the J 38125-A Terminal commercial (AWG) wire sizes that can be used to replace
each metric wire size. Each AWG size is either equal to or
DAMAGED
FUSIBLE larger than the equivalent metric size.
LINK CUT HERE 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.
W IRES(RED)
METRIC WIRE SIZES AWG SIZES
(mm2)
.22 24
.35 22
.5 20
.8 18
1.0 16
2.0 14
3.0 12
5.0 10
8.0 8
13.0 6
5 -2 9 -9 4
BS0048A6 19.0 4
32.0 2
REPAIR PROCEDURES

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 J 38125-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 in Figure 7.
Then, center the splice clip under the stripped wires and
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.
• Make sure that the clip and wires are still in the
correct position. Then, apply steady pressure until the
crimping tool closes (see Figure 8).
• Before crimping the ends of the clip, be sure that:
— The wires extend beyond the clip in each direction. 5 -2 8 -9 4
— No strands of wire are cut loose. BSGQ78A5
— No insulation is caught under the clip.

Figure 8 - Crimping the Splice Clip

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 (see Figure 9).

Step 5: Solder
Apply 60/40 rosin core solder to the opening in the
back of the clip (see Figure 10). Follow the manufacturer’s
instruction for the solder equipment you are using.

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 the existing wires. Do not
flag the tape. Flagged tape may not provide enough
insulation, and the flagged ends will tangle with the other
wires in the harness (see Figure 11).
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 (Figure 12).

SPLICING COPPER WIRE USING CRIMP

AND SEAL SPLICE SLEEVES
5 -2 8 -0 4 Crimp and seal splice sleeves may be used on all types
BS0068A5
of insulation except Tefzel and coaxial to form a
one-to-one splice. They are to be used where there are
special requirements such as moisture sealing. Refer to the
 SPLICE CLIP

ALIGN TOOL WITH EDGE OF CLIP

TO CRIMP ENDS OF SPLICE

5 -2 8 -9 4
BS0088A5

GOOD (ROLLED)
Figure 9 - Completing the Crimp
appropriate section of the Service Manual to determine if
the crimp and seal is necessary. Crimp and seal splice
sleeves are included in the J 38125-A Terminal Repair Kit.

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 from sewing 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
to form a one-to-one splice.

Step 2: Cut the Wire

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 the location of a splice.
You may have to adjust splice locations to make certain
that each splice is at least 40 mm (1.5 in.) away from other
splices, harness branches or connectors. This will help
prevent moisture from bridging adjacent splices and
causing damage.
Step 3: Strip the Insulation
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
(refer to Figure 6, "Wire Size Conversion Table").
BAD (FLAGGED)
6 -2 8 -9 4
B80106A5
Figure 11 - Proper First Taping
To find the correct wire size either find the wire on the
schematic and convert the metric size to the equivalent
AWG size or use an AWG wire gage. 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
REPAIR PROCEDURES

TAPE AGAIN IF NEEDED

5 -2 5 -9 4
BS0H8A5

Figure 12 - Proper Second Taping

is removed. Strip approximately 7.5 mm (5/16 in.) of 5 -2 5 -9 4
BS0128A5
insulation from each wire to be spliced. Be careful to avoid
nicking or cutting any of the wires. Check the stripped wire Figure 13 - Hand Crimp Tool
for nicks or cut strands. If the wire is damaged, repeat this Step 6: Shrink the Insulation Around the Splice
procedure after removing the damaged section. Using the Ultratorch J 38125-5 (follow instructions
that accompany Ultratorch), apply heat where the barrel is
Step 4: Select and Position the Splice Sleeve crimped. Gradually move the heat barrel to the open end of
Select the proper splice sleeve according to wire size. the tubing, shrinking the tubing completely as the heat is
The splice sleeves and tool nests are color coded (see moved along the insulation. A small amount of sealant will
following chart). come out of the end of the tubing when sufficient shrinking
is achieved (Figure 14).
CRIMP AND SEAL SPLICE SLEEVE
CHART SPLICING TWISTED/SHIELDED CABLE
Color splice Crimp tool Wire gage Twisted/shielded cable is sometimes used to protect
sleeve nest color AWG/(metric) wiring from electrical noise (stray signals). For example,
two-conductor cable of this construction is used between
Salmon Red 20, 18/(0.5, 0.8)
(yellowish-pink) the ECM and the distributor. See Figure 15 for a
breakdown of twisted/shielded cable construction.
Blue Blue 16,14/(1.0, 2.0)
Yellow Yellow 12, 10/(3.0,5.0)
Step 1: Remove Outer Jacket
Remove the outer jacket and discard it. Be careful to
Using the J 38125-8 splice crimp tool (Figure 13), avoid cutting into the drain wire or the mylar tape.
position the splice sleeve in the proper color nest of the
hand crimp tool. Place the splice sleeve in the nest so that
7.5mm (5/16 in)
the crimp falls midway between the end of the barrel and
T 6 u L i B a rre l
the stop.
The sleeve has a stop in the middle of the barrel to
prevent the wire from going further (see Figure 14). Close * Stop
a. Splice before crimping
the hand crimper handles slightly to hold the splice sleeve
firmly in the proper nest.

Step 5: Insert Wires into Splice Sleeve and Crimp

b. Splice after crimping
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 handles open when released. The
crimper handles will not open until the proper amount of
pressure is applied to the splice sleeve. Repeat steps 4 and c. Splice after heating
5 -2 8 -9 4
5 for opposite end of the splice. B80138A5
 OUTER DRAIN WIRE
JACKET (UNINSULATED)
5 -2 8 -9 4
B80148A5
Figure 15 - Twisted/Shielded Cable
Step 2: Unwrap the Tape
Unwrap the aluminum/mylar tape, but do not remove
it. The tape will be used to rewrap the twisted conductors
after the splices have been made.
Step 3: Prepare the Splice
Untwist the conductors. Then, prepare the splice by
follow ing the splicing instructions for copper wire
presented earlier. Remember to stagger splices to avoid
shorts (Figure 16).
Step 4: Re-assemble the Cable
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.
Next, splice the drain wire following the splicing
instructions for copper wire. Then, wrap the drain wire
around the conductors and mylar tape (Figure 17).
Step 5: Tape the Cable
Tape over the entire cable using a winding motion (see
Figure 18). This tape will replace the section of the jacket
you removed to make the repair.
DRAIN WIRE
5 -2 8 -9 4
BS0168A5
Figure 17 - The Re-assembled Cable
REPAIRING CONNECTORS
• The following general repair procedures can be used
to repair most types o f connectors. The repair
procedures are divided into three general groups:
Push-to-Seat and Pull-to-Seat and Weather Pack®.
• See "Harness Connector Faces," page 8A-202-0, to
determine which type of connector is to be serviced.
• 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
Follow the steps below to repair Push-to-Seat (Figure
19) or Pull-to-Seat (Figure 20) 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.
Step 1:
Remove any CPA (Connector Position Assurance)
Locks. CPAs are designed to retain connectors when mated.
Step 2:
Remove any TPA (Terminal Position Assurance)
Locks. TPAs are designed to keep the terminal from
backing out of the connector.
REPAIR PROCEDURES
Figure 19 - Typical Push-to-Seat Connector and Terminal
NOTICE: The TPA m ust be removed prior to
terminal removal and must be replaced when the
terminal is repaired and reseated.
Step 3:
Open any secondary locks. A secondary lock aids in
terminal retention and is usually molded to the connector.
Step 4:
Separate the connector halves and back out seals.
Step 5:
Grasp the lead and push the terminal to the forward
most position. Hold the lead at this position.
Step 6:
Locate the terminal lock tang in the connector canal.
LOCKING TANG
Figure 20 - Typical Pull-to-Seat Connector and Terminal
Step 7:
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 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.
NOTICE: Never use force to remove a terminal
from a connector.
Step 9:
Inspect terminal and connector for damage. Repair as
necessary (see "Terminal Repair," page 8A-5-11).
TANG
5 -2 9 -9 4
B80198A5
Step 10: Step 6:
Reform lock tang and reseat terminal in connector Inspect the terminal and connector for damage. Repair
body. Apply grease if connector was originally equipped as necessary (see "Terminal Repair," on the following
with grease. page).

Step 11: Step 7:

Install any CPAs or TPAs, close any secondary locks Re-form the lock tang and reseat terminal in connector
and join connector halves. body.

WEATHER PACK® Step 8:

Follow the steps below to repair Weather Pack®
connectors (Figure 21).
Step 1:
Separate the connector halves.
Step 2:
Open secondary lock. A secondary lock aids in
terminal retention and is usually molded to the connector.
Step 3:
Grasp the lead and push the terminal to the forward
most position. Hold the lead at this position.
Close secondary locks and join connector halves.
TERMINAL REPAIR
The following repair procedures can be used to repair
Push-to-Seat, Pull-to-Seat or Weather Pack® terminals
(Figure 22). Some terminals do not require all steps shown.
Skip those that don’t apply. The Terminal Repair Kit
(J 38125-A) contains further information.
Step 1:
Cut off terminal between core and insulation crimp
(minimize wire loss) and remove seal for Weather Pack®
terminals.

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

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

NOTICE: Never use force to remove a terminal from

a connector.
TYPICAL PUSH-TO-SEAT TERMINAL

CONNECTOR TERMINAL
BODY

CORE
CABLE WINGS MATING END

SEAL
L\:
INSULATION
WINGS
WEATHER
PACK® TERMINAL LOCKING
REMOVAL TOOL TANG TYPICAL WEATHER PACK® TERMINAL

5 -2 8 -9 4 5 -2 8 -9 4
BS0206A5 B80218A5

Figure 21 - Typical Weather Pack® Connector and

Terminal Figure 22 - Terminal Repair
REPAIR PROCEDURES

Step 2: Step 2: Remove Inoperative Diode

Apply correct seal per gauge size of wire and slide Paying attention to current flow direction, remove
back along wire to enable insulation removal (Weather inoperative diode from the harness with a suitable soldering
Pack® terminals only). tool. If the diode is located next to a connector terminal,
remove the terminal(s) from the connector to prevent
Step 3: damage from the soldering tool.
Remove insulation.
Step 3: Strip the Insulation
Step 4: Carefully strip away a section of insulation next to the
Align seal with end of cable insulation (Weather old soldered portion of the wire(s). Do not remove any
Pack® terminals only). more than is needed to attach the new diode.

Step 5: Step 4: Install New Diode

Position strip (and seal for W eather Pack®) in Check current flow direction of the new diode, being
terminal. sure to install the diode with correct bias. Reference the
appropriate service manual wiring schematic to obtain the
Step 6: correct diode installation position. Reference Figure 23 for
Hand crimp core wings. replacement diode symbols and current flow explanations.
Attach the new diode to the wire(s) using 60/40 rosin core
Step 7: solder. Use a heat sink (aluminum alligator clip) attached
Hand crimp insulation wings (non-Weather Pack®). across the diode wire ends to protect the diode from excess
Hand crimp insulation wings around seal and cable heat. Follow the m anufacturer’s instructions for the
(Weather Pack®). soldering equipment you are using.

Step 8: Step 5: Install Terminal(s)

Solder all hand crimped terminals.
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 the following procedure:
Step 1: Open the Harness
If the diode is taped to the harness, remove all of
the tape.
Install terminal(s) into the connector body if previously
removed in Step 2.
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 exposed wire and diode
attachment points.

SILVER BAND
CORRESPONDS WITH
CATHODE IN DIODE
DIODE IDENTIFICATION MARKINGS
ELECTRICAL SYMBOL
1. INDUSTRY STANDARD
RATING NUMBER

2. TRADEMARK AND/OR
PART NUMBER

6 -3 -W
BS0228A5
 ACCEPTABLE DIODE REPLACEMENTS • Neither the sensor or vehicle lead wires should be bent
sharply or kinked. Sharp bends, kinks, etc., could
Diode Rating Rating P/N
block the reference air path through the lead wire.
Brand Number
• Do not remove or defeat the Oxygen Sensor ground
GMSPO 1N4004 1 amp, 400 12112421
wire (where applicable). Vehicles that utilize the
PIV
ground wired sensor may rely on this ground as the
GMSPO 1N5404 3 amp, 400 12112422
only ground contact to the sensor. Removal of the
PIV
ground wire will also cause poor engine performance.
GMSPO 1N4001 1 amp, 50 16020519
• To prevent damage due to water intrusion, be sure that
PIV
the peripheral seal remains intact on the vehicle
GMSPO 1N4005 1 amp, 600 16011840
harness connector.
PIV
The Engine Harness may be repaired using Packard’s
GMSPO 1N4004 1 amp, 400 16039386
Crimp and Splice Seals Terminal Repair Kit J 38125-A.
PIV
Under no circumstances should repairs be soldered since
this could result in the air reference being obstructed.
In the event 1 amp, 50 PIV (Peak Inverse Rating)
diodes are unavailable, a universal diode with a 1 amp,
GMSPO Standard Parts Catalog
400 PIV rating can be used for the following applications:
Check the GMSPO Standard Parts Catalog, Group
• A/C Compressor Clutch
8.965.Fuses, circuit breakers, connectors, term inals,
• ABS/4WAL (the ABS Diode on the Delco Moraine is
conduit, pigtail kits, and seals are listed in that group.
hidden inside of an electrical connector under the
carpet at the right panel)
GMSPO Carline Parts Catalog
• Wiper
The GMSPO Carline Parts Catalog, Group 2.535
• Charging System (hidden in wire harness)
contains connector repair kits with terminals and leads.
• Parking Brake (vehicle with ABS)
• Relays
Complete Harness
• Solenoids
Complete harnesses should only be ordered when there
• Diesel Glow Plug Circuit
is major damage to the wiring harness. M inor damage
should always be repaired. Complete harness part numbers
HEATED OXYGEN SENSOR (02S) REPAIR
can be found in the GMSPO Carline Parts Catalog.
If the Heated Oxygen Sensor pigtail wiring, connector
or term inal is dam aged, the entire Oxygen Sensor
Parts Ordering
Assembly must be replaced. Do not attempt to repair the
1. If you can’t find the repair parts you need in the
wiring, connector or terminals. In order for the sensor to
J 38125-A Terminal Repair Kit, GMSPO Standard
function properly, it must have provided to it a clean air
Parts Catalog, or the GMSPO Carline Parts Catalog,
reference. This clean air reference is obtained by way of
refer to Section 8A-202 (Harness Connector Faces) to
the Oxygen Sensor signal and heater wires. Any attempt to
find a listing of the OE part number(s).
repair the wires, connectors or terminals could result in the
2. Call PARTECH (1-800-433-6961) and give the
obstruction of the air reference and degraded Oxygen
PARTECH advisor the OE part number(s). The
Sensor performance.
PARTECH advisor can determine if there is a GMSPO
The follow ing guidelines should be used when
part number(s) for the OE part number(s).
servicing the Heated Oxygen Sensor:
3. If PARTECH cannot find a GMSPO part number, call
• Do not apply contact cleaner or other materials to the
the Service Parts Assistance Center (SPAC) with the
sensor or vehicle harness connectors. These materials
OE part number(s). The SPAC advisor will assist you
may get into the sensor causing poor performance.
in placing a priority order using the "No Part Number"
Also, the sensor pigtail and harness wires must not be
process with the Packard Electric Division. The SPAC
damaged in such a way that the wires inside are
advisor may have you place the order with the
exposed. This could provide a path for foreign
Packard Electric Division (1-800-PACKARD). Parts
materials to enter the sensor and cause performance
are typically shipped within 24 hours direct to your
problems.
dealership.
REPAIR PROCEDURES

J 34636
^ J 35 68 9 -A
Micro - Pack Connector Solenoid, Relay j 35616 - A
J 36169 Terminal Remover and Circuit Tester connector Test Adapter Kit
Jumper Wire

J 34142- B
Unpowered Test Ught
J 28742- A
Weather Pack II Terminal Remover

J 8681- A
Universal Short Checker

J 22727
Electrical Terminal Remover
J 21008- A
Self - Powered Test Light

c r J 39200
J 33095 Digital Multimeter
Terminal Remover: Micro Pack,
Com -Pack III and ECM Edgeboard
Connectors J 34764
Autofuse Tester

J 38125-A
Terminal Repair Kit 5 — 29— 94
B80238A5

Special Tools
BLANK
 RH BA TTER Y WITH D IE S E L
EN G IN E O N LY

32
BLK

T U N D E R HOOD
| FU SE-

1 RELAY
%
■ C EN TER

c
MAXI J) MAXI S MAXI \ MAXI j) MAX! J ) MAXI J ) MAXI MAXI

FU SE 8 C FU SE 7 Q FU SE 6 C FU SE 5 C FU SE 4 C FU SE 3 C FU SE 2 FUSE
1
II 40A 0 50 A i 60 A o 50 A H 30 f * 30 A
|
STU D " B "

242 5 R ED I 442 I 3 RED 642

5 RED 342 5 RED I 542 ^ J

S E E ANTILO CK I S E E S TO P
B R A K E S S EC TIO N I LA M P S
8 A -4 4 'W t S EC TIO N
▼ 8A -11 0

S E E B LO W ER
C O N T R O LS
S EC TIO N 8 A - 6 3
5 RED

E N G IN E —®— G 101 .■■■# G 100

G ROU N D — SH EET ~ EN G INE

D IE S E L M ETAL B LO C K

O N LY G ROUN D GROUND

S E E H E A D LIG H T S S E E IN STRU M EN T
AND FO G LIG H T S P A N E L DIMMING
S EC TIO N 8 A - 1 0 0 SECTIO N 8 A - 1 17
IGNITION SWITCH IN S T E E R IN G COLUM N

S E E F U S E B L O C K D E T A IL S
S EC TIO N 8 A - 1 1
 SEE F U S E B L O C K D E T A IL S SECTIO N 8 A - 1 1
_____________ A____________

U N DERH O O D

FU S E-R ELA Y

CEN TER

V
S E E F U S E B L O C K D E T A ILS
S EC TIO N 8 A - 1 1
COMPONENT LOCATION 201 -PG FIG CONN
Battery, LH Diesel.................LH front of engine compartment
Battery, R H ........................... RH front of engine compartment
Clutch Pedal Position Switch .. At top of clutch pedal
Fuse B lock........................... Lower LH side of l/P ......................................................... 4 3 .......... 55
Head Light (Off/On) & Panel
Dimmer Switch...................Upper LH side of l/P ......................................................... 2 7 .......... 32 .. 202-23
Ignition Switch ...................... Under l/P, on steering column........................................ 52, 53 .. 64, 65 . .. 202-24
Underhood Fuse-Relay
Center.............................. LH rear of engine compartment, on fender...................... 28,29 .. 33, 34

CONNECTORS:
C 10 0 ................................ Engine harness, inline to l/P harness .............................. 5, 31 ... 8, 37 , .. 202-0
C202 ................................ Behind RH side of l/P .................................................... 30, 43 .. 35, 55 . ..202-17
C266 ................................ At steering column under co w l......................................... 5 2 ..........64 .. 202-3

GROMMETS:
P101 ................................ RH lower cowl (engine compartment)................................21 _____ 24

GROUNDS:
G 100................................ RH front of engine........................................................... 1 , 2 __ 3,4
G101 ................................ RH inner fender, near battery..........................................2, 4 ___ 4, 7
G 102................................ LH front top of engine (diesel) .......................................... 2 .......... 4

SPLICES:
S100 ................................ Positive battery cable, near battery................................... 1 .......... 3
S165 ................................ l/P harness approx. 8 cm from breakout to steering
column harness
5201 l/P harness, approx 4cm from breakout to steering column
harness
5202 Under LH side of l/P ......................................................... 5 3 .......... 65
5203 Under LH side of l/P ......................................................... 5 3 .......... 65
S206 ................................ Under LH side of l/P ...................................................... 43, 53 .. 55, 65
S242 ................................ l/P harness, 8 cm from LH door harness connector
breakout.................................................................. 32, 43 .. 39, 55
S276 ................................ Under LH side of l/P ......................................................... 4 3 .......... 55
S289 ................................ l/P harness, approx. 12 cm from breakout to steering
column harness
HO T AT A L L TIM ES

1 ORN

A /'
1 A U X ILIA R Y

1 PO W ER S U P P L Y * PO W ER S U P P L Y

! SO CK ET SO CK ET
HOT AT A L L TIM ES
A
n i/ p
S E E PAGE 8 A - 2 - 1
| FU SE F O R M EASU R IN G
C TS Y D R L/FO G AND HANDLING
| BLO C K
PRO C ED U RES
F USE 3 FU SE 15
I
2 0 AMP

.8 ORN 240

1 ORN

H v ~ ~ ]
I
"I H EA D LIG H T
I AND P A N E L 1-----------' F0GLIGHT
j J R ELAY RUNNIN G
I I DIM M ER ,________ , (C O N V EN IEN C E
I I LIG H T S
I____ -I L _ J
SWITCH C EN TER ) R ELA Y

S EC TIO N 8 A - 1 0 0 S EC TIO N 8 A - 1 0 0 (C O N V E N IE N C E

C EN TER)
S EC TIO N 8 A - 1 C

S E E IN TER IO R
LIG H TS
SECTION
1 14

8 A - 114

C EN TER)
 HOT IN R U N , B U L B T E S T OR START

"I FU SE
>
B LO C K

TURN B / U GA U G ES
SEE 8 A -3
FU SE 16 FU SE 4 F O R M EASU R IN G
AND H ANDLING
PRO C ED U RES

* K ' J ' ' C299

.3 5 .3 5 .3 5 .3 5 .5
PN K PNK PN K PN K PN K

.3 5 .3 5 .5 .3 5
PN K PNK PN K PN K

a r \ D K 4 /S B2 07 9
I------- 1---------------- 1 1-----------------1 i------------- n 1------------- ~ l I--------- 1
1 1 1 1 1 1 1 1
1 1 1 1 i i | I
1 1 1 1 l I 1 1

1 1 1 1 1 1 1 1
I___ L ____________ 1 1________________1 i________________i 1________________1 I______ I
ARM ING H E A D LA M P / AUDIO DIAGNOSTIC VANITY V E H IC L E

SEN SO R ALARM EN ERG Y LAM P F E E D SPEED

P A N E L DIMMER

SWITCH M O DU LE R ESER VE (C O N V EN IEN C E SEN SO R

CEN TER) B U FFER

V SEC TIO N (C O N V EN IEN C E M O D U LE
S E E S EC TIO N 8 A - 4 7 8 A - 1 14 C EN TER ) SECTIO N S EC flO N M O DU LE
8A- 4 7 8 A - 1 14 S EC TIO N
SECTIO N
8 A -76 8 A -3 3
C 2 G4 22 7 /*\ C /*\ B £2
1----------------- 1 1-----------------1 1---------------- 1 1--------------------------1 1-----------------1 1-----------------1

1 1 1 1 1 1 1 1 1 1 1 1
1 1 1 | 1 1 1 1 1 I 1 I
1 1 1 1 1 1 1 1 1 1 1 1

1 1 1 1 1 1 1 1 1 1 1 1
1________________ 1 1________________1 1_______________ 1 1_________________________1 1____________ J 1________________ 1
BACKUP TURN SIGNAL DAYTIME l/ P C LU S T E R DAYTIME R EM O TE

LAM P LA M P F L A S H E R RUNNING S EC TIO N RUNNING KEYLESS

8 A -81 EN TRY
SWITCH SEC TIO N LIG H T R E L A Y LIG H T
8 A - 1 10 M O D U LE
S EC TIO N (C O N V EN IEN CE M O D U LE
8 A - 1 12 CEN TER ) SEC TIO N
S EC TIO N
8 A -10 4 8 A -1 3 2
SECTIO N
8 A -1 0 4
 4WD H T R -A /C

FUSE 2 4 FU SE 12

300

.35 BRN

A13^ ^C266

.3 5 B R N
C R U IS E C O N TR O L
S EC TIO N 8 A - 3 4
Da
(W / A / C )
•----- ' TCC/STOPLAMP

■» C R U IS E

1 CO N TRO L

1 M O D U LE

SECTION
8 A -3 4
J
I .__J
_
J SWITCH
SEC TIO N 8 A - 1 10

I
.5 B R N I 441
2 B RN

S EC TIO N 8 A - 4 1

(WITH AIR CONDITIONING)

1 B RN

BRN 50
S278

A r \ C5 A C 5 /A C5 r \ C1 A C 2 A
p — i r ------ 1 r ------ 1 ■
--------- 1
1 1 1 1 1 1 1 1 1
1 1 1 1 1 1 1 1 1
l _ j L — J l_ ___ -I L _ J
A /C HIGH LOW MED A / C C LU T C H

C O N TR O L B LO W ER B LO W ER B LO W ER R ELAY

M O D U LE RELA Y RELA Y R ELA Y S EC TIO N

8 A -6 4
S EC TIO N SEC TIO N SECTIO N S EC TIO N
8 A -63 8A -63 8 A -6 3 8 A -63

E5 'J - ' C100

I D R IV E
F3/^ >
T F O U R - W H E E L P — n C O N V EN IEN C E
I
I
I CEN TER
I SEC TIO N
A
P —
I
I
T A U X ILIA R Y
I S TO R A G E
I BA TTERY
INDICATOR
L _
__ -I i_
___
_J
8 A -3 8
LAM P RELAY
S EC TIO N 8 A - 3 8 S EC TIO N 8 A - 3 8
 A
HOT IN S TA R T
HOT WITH HEADLIGHT SWITCH
IN PARK OR HEADLIGHT
1 ~l l/P
SEE PAGE 8A-2-1
FOR MEASURING
AND HANDLING
PROCEDURES
FUSE
ILLUM BLOCK
FUSE j ) 4
10 AMP
5.0L, 5.7L GASOLINE
MANUAL TRANS ONLY
ALL DIESEL ENGINES

.8 P P L/ 806

'----- ' FUEL PUMP

[ j RELAY
.8 P P L /
WHT ,____j (DIESEL ENGINES)
SECTION 8A-25

/^C9
r --- 1 POWERTRAIN
I .5 GRY .35 GRY
1
■ |1 ----------------------s
CONTROL MODULE (PCM) -----
' J (5.0L, 5.7L MAN TRANS ONLY) ■» , )>

T
S218 8 C215
SECTION 8A-21
.35 GRY

:X
.8 I a
.35 GRY

.8 I a
.35 325 GRY I
GRY

GRY

.35 GRY
REAR WIPER/
WASHER
SWITCH
(YUKON,
SUBURBAN
ONLY)
SECTION
8A-92 a
r — i
I I A/C-HEATER
I I REAR CONTROL
i______j
SECTION
8A-67B Aa 29
—-l AUXILIARY I---- 1 INSTRUMENT ---- 1 RADIO
I A/C-HEATER I I CLUSTER • SECTION

____, FRONT CONTROL

I I | 8A-150 SWITCH
l . __ j , ___
J SECTION
SECTION ^ CIRCUIT r\ F
r ---- i AUDIO 8A-114
8A-67B ■» TWO WHEEL I HEATER
SECTION I I ALARM
DRIVE 8A-117
I I AND A/C
INDICATOR
I I MODULE I I CONTROL
b _ j I______J
SECTION (CONVENIENCE
8A-38
CENTER) SECTION
SECTION 8A-117
8 A -76
 HOT IN ACCY OR RUN
A
W IPER PWR WDO
n i/ p

FUSE

B LO C K
ItA
S E E PAGE 8 A - 2 - 1
F O R M EA S U R IN G
FUSE 11
AND H AN DLIN G
2 5 AMP 0 AMP BREAKER PR O C ED U R ES

C O N V EN IEN C E
1 WHT 393 1 YEL 143 1 YEL .5 Y E L
CEN TER
(------------- 1 >

n 0
1 |R | |R
N N

A /n \ E4 0256 B2^C100 \ / \ /

1 YEL

2 YEL

C C9
r t n n r —
I i i ■ G C326
i i 1 1 1
1 1 1 1 I 2 YEL I 343

i - -- 1 U — _ | L. _ U_ h i a S500

R E A R W IP E R / W IPER W IP E R -A D C

W A SH ER W A SH ER M O TO R S EC TIO N 343 2 YEL 343 343

8 A - 150
SWITCH SWITCH M O D U LE

S EC TIO N 8 A - 9 2 SEC TIO N S E C T IO N 2 YEL 343

AA-Q 1 8 A -9 1
(S U B U R B A N /
U T ILIT Y O N L Y )
F Dr \
r ----------i r — t 1-------------- 1

1 1 1 1 1 1 ll

1 1 1 1 1 1 I
L. ____ _l U ____ J L. ____ -1
R H FR O N T RH R EA R LH R E A R L H F R O N T P O W ER
P O W ER PO W ER PO W ER WINDOW SW ITCH
WINDOW WINDOW WINDOW S EC TIO N
SWITCH 8 A - 1 20
SWITCH SWITCH

S EC TIO N SECTIO N SECTIO N

8 A - 120 8 A - 1 20 8 A - 120
 HOT IN RUN, B U L B T E S T OR STAR T

T U N D ER H O O D

I FU S E/R E LA Y
E NG 1 ECM B
I C EN TER

\A
MINI F U S E MINI F U S E

2 0 AMP 2 0 AMP 2 0 AMP

.8 PN K 439

10 S 1 38

D/^ \ £ 1 6 ^ C2 01A
r ---- 1 r — -i r ------ 1 r ------ i r ------ i
I I I I 1 1 1 1 1 1
I I I I 1 1 1 1 1 1
L . ____ I i___ i u ___J L. ___ J i_____ . _ i
EGR E L E C T R O N IC FU EL PO W ERTRAIN FU EL
E L E C T R O N IC SPARK PUM P CO N TRO L PU M P
VACUUM C O N TR O L OIL M O D U LE (P C M ) R ELA Y
R EG U LA T O F PRESSU RE SEC TIO N SECTIO N
8 A -2 0 8 A -2 0
S O LE N O ID S EC TIO N SWITCH
8A-21 S EC TIO N
8 A -20

PCM CONNECTOR IDE NTIFICATION

C1 - RED - 32 WAY
C2 - BLUE - 32 WAY
 i/ P ( U SE B LO C K

3 0 AMP CIRCUS I BREAKERS

SU BURBAN, UTILITY, CREW CAB PICKUP

2 0 AMP CIRCUIT BREAKERS

REG U IAR CAB AND EXTENDED
CAB PICKUP.
UNDERHO O D F U S E -R E L A Y CENTER
 l/P FUSE BLOCK
NAME FUSE NUMBER SIZE CIRCUIT LOADS

STOP/HAZ 1 20A FUSE 140 STOP/TCC SWITCH BUZZER FLASHER, CHMSL,

HAZARD LAMPS, STOP LAMPS

T CASE 2

CTSY 3 20A FUSE 40 COURTESY LAMPS, CARGO LAMP, GLOVE LIGHT,

DOME RDG LPS, VANITY MIRRORS, POWER
MIRRORS

GAUGES 4 10A FUSE 39 DRL RELAY, DRL MDL. BUZZER, HDLP SW,
KEYLESS ENTRY, CLUSTER, LOW COOLANT
MODULE

RR HVAC 5 10A FUSE 341 RR HVAC CONTROLS, UTILITY, SUBURBAN ONLY

CRUISE 6 10A FUSE 41 CRUISE MDL, CRUISE ACTIVATOR SW

AUX PWR 7 25A FUSE 840 POWER OUTLET, POWER OUTLET

CRANK 8 10A FUSE 806 DIESEL FUSE PUMP, DERM. ECM

PARK LPS 9 20A FUSE 240 LIC LP, PARK LP, TAIL LP, ASHTRAY LP, ROOF
MARKER, TAIL GATE, LPS PANEL LPS, TRAILER
TAIL LPS, FRONT SIDE MARKERS, FOG LP RLY,
DOOR SW ILLUM, FENDER LAMPS, H/L SW
ILLUMINATION

AIR BAG 10 10A FUSE 1139 DERM (SIR)

WIPER 11 25A FUSE 143 WIPER MOTOR, WASHER PUMP

HTR-A/C 12 25A FUSE 141 L, M1, M2 BLOWER, HVAC IND. LP, A/C COMP,
MODE/TEMP/AIR IN ACT., HIGH BLOWER RELAY

CIG LTR 13 20A FUSE 640 POWER AMPLIFIER, REAR LIFTGLASS, CIGAR
LIGHTER, DOOR LOCK RELAY, PWR LUMBAR
SEAT

ILLUM 14 10A FUSE 8 4WD IND, LP, CLUSTER, HVAC CONTROLS,

CHIME MDL, RR HVAC CONTROLS, l/P
SWITCHES, RADIO ILLUM

DRL-FOG 15 20A FUSE 340 DRL RELAY, FOG LAMPS

TURN-B/U 16 20A FUSE 139A, 139B FRT TURN, RR TURN, TRAILER TURN, B/U LPS,
BTSI SOLENOID

RADIO 17 10A FUSE 43 RADIO (IGN)

BRAKE 18 10A FUSE 441 DRAC, 4WAL/PCM, ABS, CRUISE

RADIO, BATT 19 10A FUSE 1140 RADIO (BATT)

TRANS 20 10A FUSE 1020 PRNDL, AUTO TRANSMISSION, SPEEDO.K

CHECK GAUGES, TELL TALE

21

22

RR WIPER 23 25A FUSE 393 REAR WIPER, REAR WASH PUMP, UTILITY,
SUBURBAN ONLY

4WD 24 25A FUSE 241 FRT AXLE ACT., 4WD IND. LP, TP2 RELAY, HOUR
METER (7Y4)
 l/P FUSE BLOCK (CONTINUED)

NAME FUSE NUMBER SIZE CIRCUIT LOADS

PWR ACCY A C /B* 540 PWER DR LK, 6WAY PWER ST, KEYLESS ENTRY
MDL

PWR WDOS B C /B* 343 PWR WDOS

UNDERHOOD FUSE - RELAY CENTER

NAME FUSE NUMBER SIZE CIRCUIT LOADS

M1-N1 (SPARE)

STOP M2-N2 30A MAXI FUSE 642/2 STOP LPS

A/C M3-N3 50A MAXI FUSE 542/2 HI BLOWER RLY & REAR BLOWER RELAYS

ABS M4-M5 60A MAXI FUSE 442/2 ANTI-LOCK BRAKE MODULE

IGN B M5-N5 50A MAXI FUSE 342/2 IGN B SWITCH GO TO FUSE BLOCK BUSBAR

IG N A M6-N6 40A MAXI FUSE 242/2 IGN A SWITCH GO TO FUSE BLOCK BUSBAR

BATTERY M7-N7 50A MAXI FUSE 142/2 BATTERY, FUSE BLOCK BUSBAR

LIGHTING M8-N8 10A FUSE 42/2 HDLP & PANEL DIMMER SW., FOG & CTSY FUSES

A/C COMP L12-K11 25A FUSE 1240/2 SW A/C PRESS TO A/C CLUTCH

HORN J12-H11 20A FUSE 740/2 HORN, UNDERHOOD LPS

ECM B G12-F11 20A FUSE 440/2 FUEL PUMP, PCM

AUX FAN J10-H9 30A FUSE 1540/2 AUX FAN

RR-DEFOG G10-F9 30A FUSE 1440/2 RR DEFOG

ENG I L8-K7 20A FUSE 539/3 IGN A SWITCH TO ENGINE LOADS, EGR, CAN
STER PURGE, EVRV IDLE COAST SOLENOID,
HEATED 02 FUEL HEATER, WATER SENSOR

ECM I J8-H 7 20A FUSE 439/3 INJECTOR #1, INJECTOR #2, PCM

FUEL SOL G8-F7 20A FUSE 339/3 FUEL SOLENOID, DIESEL ENG., ONLY

IGN E G6-F5 10A FUSE 639/3 AUX FAN RLY COIL, HOT FUEL MD

GLOW PLUGS G4-F3 10A FUSE 507B/503H GLOW PLUGS

STUD “A” R7-P7 30A

STUD “B” R8-P8 30A UY1, UY7/TRAILER WRG

* PICKUP-2 0 AMP
UTILITY, SUBURBAN - 30 AMP
COMPONENT LOCATION 201 -PG FIG CONN
Convenience Center........ ... Under LH side of l/P .................................................... .4,33 . .. 7, 40
35, 37 44, 48
38, 41 50, 53
44, 45 56, 57
47, 50 59,62
55, 66 67, 83
Fuse Block...................... ... Lower LH side of l/P .................................................... .. 43 ... . . . 5 5
Underhood Fuse-Relay
Center......................... ... LH rear of engine compartment, on fender.................... 28, 29 . . 33,34

CONNECTORS:
C100 ........................... ... Engine harness, inline to l/P harness ........................... .5,31 . .. 8, 37 ..2 0 2 - 0
C200 ........................... ... Under RH side of l/P, near blower motor ...................... 30, 35 . . 35,43 ..2 0 2 - 2
C206 ........................... ... Under l/P, RH side of steering column
C 21 5 ........................... ... l/P harness, inline to cross body harness...................... 30, 35 . . 35,43
C230 ........................... ... At heater-A/C control................................................... .. 48 ... ... 60 . . . 202-17
C266 ........................... ... At steering column under c o w l..................................... .. 52 ... ... 64 . .. 202-3
C298 ........................... ... l/P harness, 7.5 cm from steering column connector breakout
C326 ........................... ... LH A—p illa r.................................................................. .. 54 ... ... 66 . . . 202-19
C328 ........................... ... RH A—pillar.................................................................. 54, 59 . . 66,73 . . 202-19
C341 ........................... ... At LH B—pillar.............................................................. 60,61 . . 74,75 . . 202-20
C342 ........................... ... At RH B—pillar ............................................................. 60,61 . . 74,75 .. 202-20
C382 ........................... ... At roof bow, near front dome lamp................................ .. 56 ... 68 . .. 202-20
GROMMETS:
P100 ........................... ... LH side of cowl
P101 ........................... ... RH lower cowl (engine compartment)........................... . .21 ... . . . 2 4
P102 ........................... ... Lower LH cowl, above convenience center .................. .. 35 ... . . . 4 3
P105 ........................... ... LH rear engine compartment at cowl left of bulkhead
connector................................................................ .. 4 ... 7

SPLICES:
S114 ...........................
S138 ...........................
S213 ...........................
S217 ...........................
S218 ...........................
S242 ...........................
S251 ...........................
S259 ...........................
S263 ...........................
S264 ...........................
S265 ...........................
S279 ...........................
S325 ........................... ...
S500 ........................... ...
... RH rear engine compartment, near A/C accumulator
... Engine harness, approx. 6.5 cm from wiper motor breakout
... l/P harness, 4 cm from headlight switch breakout.......... .. 43 ... . . . 5 5
... Under LH side of l/P .................................................... .. 43 ... . . . 5 5
... Cross body harness, 6.5 cm from l/P harness connector .. 35 ... . . . 4 3
... l/P harness, 8 cm from LH door harness connector
breakout.................................................................. 32, 43 . . 39,55
... l/P harness, approx. 4 cm from steering column breakout . 43 ... . . . 5 5
... RH upper side of engine
... l/P harness, approx. 4 cm from auxiliary supply sockets
... Behind center of l/P, in HVAC harness......................... ..48 ... . . . 6 0
... l/P harness, near fuse block
... Power window and door lock harness, near convenience
center leads............................................................. .. 54 ... . . . 6 6
Auxiliary heater-A/C control harness, behind roof console . 56 ... . . . 6 8
In LH front door, power window and lock harness, near
window motor lead .................................................. .. 59 ... . . . 7 3
 (W / V 2 2 )
LH LOW LH HORN FRO NT L H LH H IG H /LO W F R O N T LH
L H FO G
BEAM BEAM 'SECTION 8 A - 1 1 0 BEAM P A R K AND

H EA D LA M P H EA D LA M P I--------- 1 H EAD LAM P TU R N LAM P

SEC TIO N
8 A - 110 SEC T IO N 8 A - 1 1 0 S EC TIO N 8 A - 1 10 I I S EC TIO N 8 A - 1 1 0 S EC TIO N 8 A - 1 1 0

(L H RADIATOR
SU PPO RT)
 ( W / L 1 9 G ASO LIN E
W /V 2 2
EN G IN E AND C 6 0 )
A
\ A U X ILIA R Y

RH HIGH R H LOW RH HORN F R O N T RH CO OLING FAN RH H IG H /LO W F R O N T RH

RH FO G
BEAM BEAM SEC TIO N 8 A - 4 0 P A R K AND SEC TIO N 8 A - 1 10 BEAM P A R K AND
LAM P
H EAD LAM P H EAD LAM P H EA D LA M P TU R N LA M P
S EC TIO N
8 A -11 0 S EC TIO N 8 A - 1 1 0 S EC TIO N 8 A - 1 1 0 S EC TIO N 8A - 110 S EC TIO N 8 A - 1 1 0 S EC TIO N 8 A - 1 1 0

1
1

, " N
/ 1 ~\ \ / \
\

' I
/ \ /
A G 'S r ' A V '

BLK/ 151 BLK/ 151 BLK/ B LK/ 151 2 BLK/ 151 2 BLK/ BLK/
BLK/ WHT WHT WHT WHT WHT WHT WHT
WHT

2 B LK /W H T

B LK /W H T
W /V 2 2

F /■’S
r ------------- 1 (WITH SN O W PLO W
I PR E P A R A TIO N PACKAGE)
RH SNO W PLO W

■ ■ LA M P , TU RN

I I SIGNAL R E L A Y

• *-------1 SEC TIO N 8 A - 1 1 0

LAM P GROUND

(R H F E N D E R )
 HVAC CO NTRO L
C IG A R ETTE
RH DOOR ASH TR A Y
A
IN S TR U M EN T LIG H TE R LAM P
RADIO JAM B SWITCH
CLU STER M A SSEM BLY
SECTIO N S EC TIO N
S E E PAGE 8 A - 2 - 1
O U TLETS S EC TIO N 8 A - 8 1 / i t A SEC TIO N 8 A - 1 1 4 8 A -11 7 8 A -1 1 4
•O R M EASU R IN G
r ------ ~i r ------- ~i I--------- 1 AND H ANDLING

▲ ▲ I I PRO C ED U RES

I I
C O U RTESY
I I I I
I______ I L _________ I I______ I L _________ I I_________ J LA M P l / P

5 FW B W B B CO M PARTM EN T

I_________ J
A Vw'

1 150 150 150

BLK B LK

1 150 ,3 .5 150 .5 150

B LK B LK BLK BLK BLK

4 UNCOATED

3? 50A 8 50A
BLK BLK
I I I I I I
G101
I______ I
CARGO G 100 SH EET G 1 10 G 1 11 FOG A U X ILIA R Y REA R EN G IN E

LA M P EN G IN E M ETAL BO D Y ENGINE WINDOW LAM P FAN W IP E R / C O O LAN T

SWITCH GROUND GROUN D GROUND GROUND RELEA SE SWITCH SWITCH W A SH ER LEV EL

( P IC K U P ) SWITCH SWITCH M O D U LE
 A
S E E PAGE 8 A - 2 - 1
F O R M EA S U R IN G
AND H ANDLING
PR O C ED U R ES

A U X IL IA R Y H EA D LIG H T L H DO O R

B A TTERY DIM M ER DRL C O N V EN IEN C E ja m b

RELA Y SW ITCH M O D U LE CEN TER SW ITCH

 W IN D S H IELD

(W ITH D I E S E L E N G IN E S )

GROUND
 (LB4, L03, L05, L19 GASOLINE ENGINES W/AUTO TRANS)
(LB4, L19 GASOLINE ENGINES W/MAN TRANS)

A
S E E S EC TIO N 8 A - 2 - 1
* > F O R M EA SU R IN G
liA AND H ANDLING
PRO C ED U RES
PO W ER TR A IN V E H IC L E P A R K /N EU TR A L

C O N TR O L SPEED SEN SO R PO SITIO N U NDERH OO D C R U IS E

DATA L IN K FU EL

M O D U LE BU FFER SWITCH R E L A Y PO W ER C O N TRO L PU M P

C O N N ECTO R

S EC TIO N 8 A - 2 0 S EC TIO N 8 A - 3 3 S EC TIO N 8 A - 2 0 C EN TER M O D U LE S EC TIO N 8 A - 2 0

S EC TIO N 8 A - 2 0
r — -i r — i r — t
I I I I I I I I
I I I I I I
 (L03, L05 GASOLINE ENGINES, MANUAL TRANS)

S E E SEC TIO N 8 A - 2 - 1
FO R M EASU RIN G
AND HANDLING
PR O C ED U R ES

H OT F U E L PO W ER TR A IN V E H IC L E S P E E D PA R K/N EU TR A L
U N D ER H O O D C R U IS E DATA LIN K FU EL
H A N DLIN G C O N TRO L SEN SO R PO SITIO N
R EL A Y /P O W ER CO N TR O L CO N N ECTO R PUM P
M O D U LE M O D U LE BU FFER SWITCH
CEN TER M O D U LE SEC TIO N 8 A - 2 5 S EC TIO N 8 A - 2 5
S EC TIO N 8A S EC TIO N 8 A - 2 5 S EC TIO N 8 A - 2 5 S EC TIO N 8 A - 2 5
r — i i------ n r ------ 1 r ---- i r — t r — “i P — 1

I I 1 1 1 1 1 1 1 1 1 1 1 1 1 1
I I 1 1 1 1 1 1 1 1 1 1 1 1 1 1
u _
__J L. ___ .1 L. _ J i _ ___-1 t. _i L . ___ J k _ J

D ^ 0 6 ^ A 1 2 V 'D ! 8 W W A V-/A1 E V A V 'A

.5 451
B LK /
W HT

.5 451
B LK/
W HT
 (L49, L56, L65 DIESEL ENGINES)

A
S E E S EC TIO N 8 A - 2 - 1
F O R M EA S U R IN G
A AND H AN DLIN G
A lA PRO CED U RES

V E H IC L E
PO W ER TR AIN
SPEED
CO N TRO L
SEN SO R JN D E R H O O D
M O D U LE DATA LIN K FU EL
BU FFER ^ E L A Y /P O W E R
SEC TIO N 8 A - 2 5 CO NNECTOR PUM P
CEN TER

□
S EC TIO N 8 A - 3 3 SEC TIO N 8 A - 2 5 S EC TIO N 8 A - 2 5
r — t r — n r — i
I I I I I I
I I I I I I
L _ J L ___ -1 i . ______ i
 R H R E A R TA IL , S TO P , L H R E A R T A IL , S T O P , RH R E A R T A IL , S T O P ,
L H R E A R T A IL , S T O P ,

TU R N AND B A C K U P TU R N AND B A C K U P L IC E N S E , TU RN TU R N AND B A C K U P

LA M P S AND B A C K U P LA M P S LA M P S
LA M P S
S EC T IO N 8 A - 1 1 0 S EC TIO N 8 A - 1 1 0 S EC TIO N 8 A - 1 1 0 SEC TIO N 8 A - 1 1 0

{ " ) (” )

(P IC K U P (W /O R 0 5 ) , S U B U R B A N AND U T ILIT Y ) (C H A S S IS CAB & S T E P S ID E )

4208S4652
 GROUND DISTRIBUTION 8A-14-9
(PICKUP WITH DUAL REAR WHEELS)

LH FRO N T LH R EA R EN D G ATE EN D G ATE EN D G A TE ENDGATE ENDGATE RH F R O N T RH R E A R

C LEA RA N C E CLEA RA N C E M A R K ER M A R K ER M ARKER M AR KER M A R KER CLEA RA N C E CLEA RA N C E
LA M P LA M P LAM P LA M P LAM P LAM P LA M P LAM P
SEC TIO N 8 A - 1 1 0 SEC TIO N 8 A - 1 1 0 S EC TIO N 8 A - 1 1 0 S EC TIO N 8 A - 1 10 S EC TIO N 8 A - 1 10 SECTIO N 8 A - 1 1 0 S EC TIO N 8 A - 1 1 0 S EC TIO N 8 A - 1 1 0 S EC TIO N 8A - 110
r\ r~\ /'"'N /'"S
r~\ /~ \ /~ \ f-\
\_ / \_ / \ / V / v / v_/
AVw^ aO WA G a

LH R E A R

FEN D ER FEN D ER

EN DG ATE
G 900

ENDGATE

GROUND
J L JU _ j

150 .8 B L K 150 8 BLK 150 .8 B L K 150

BLK

2 BLK 2 BLK

A ^

r j
\s r
RH T A IL / S T O P ,

T U R N , AND

B A C K U P LAM P

S EC TIO N 8 A - 1 1 0 a G 410 S EC TIO N 8 A - 1 1 C

~ FR A M E

GROUN D
8A-14-10 GROUND DISTRIBUTION
(SUBURBAN UTILITY)

R EA R A U X IL IA R Y A U X IL IA R Y A U X ILIA R Y
COMPONENT LOCATION 201-PG FIG CONN
Battery, LH Diesel.................LH front of engine compartment
Battery, R H ........................... RH front of engine compartment
Convenience Center............. Under LH side of l/P ............................................. ..4,33 . .. 7, 40
35, 37 44,48
38,41 50, 53
44,45 56, 57
47,50 59, 62
55, 66 67, 83
Daytime Running Light
Relay................................ Under LH side of l/P ............................................. ... 43 ... . . . 5 5
Turn Signal Flasher............... On convenience center ........................................ . 33, 37 . . 40,48

COMPONENTS:
C111 ................................ Engine harness, 4 cm from PCM breakout.................... 6,9,12 9,12,15
15,21 18,24
C161 ................................ Top front of engine ...........................................................1 8 .......... 21 .. . 202-17
C18 3 ................................ Forward lamp harness, inline to l/P harness ......................5 0 .......... 62 . 202-17
C266 ................................ At steering column under c o w l..........................................5 2 .......... 64 . 202-3
C382 ................................ At roof bow, near front dome lamp.....................................5 6 ..........68 . 202-20
C401 ................................ At rear of LH frame ra il.................................................. 71, 72 .. 90, 91
C403 ................................ Behind center of rear bumper........................................ 70, 72 .. 89, 91
C404 ................................ LH D—pillar................................................................... 64, 68 .. 78, 87
73 92
C475 ................................ At RH D—pillar .............................................................. 67, 68 .. 84, 86
C492 ................................ At LH D—pillar ..................................................................7 3 .......... 92
C494 ................................ In LH D—pillar................................................................... 7 4 .......... 93
C496 . . . , ......................... In RH D~pillar
C905 ................................ At lower rear body endgate opening .............................. 64, 68 .. 78, 87
C921 ................................ Inside RH rear cargo door
C922 ................................ Inside LH rear cargo d o o r.................................................7 4 .......... 93

GROMMETS:
P101 ................................ RH lower cowl (engine compartment)................................2 1 ..........24
P102 ................................ Lower LH cowl, above convenience center ....................... 3 5 ..........43
P416 ................................ At upper rear liftgate glass opening...................................7 6 ..........95

GROUNDS:
G 100........................ .......RH front of engine............................................... ........ 1,2 .. • 3,4
G101 ........................ .......RH inner fender, near battery.............................. ........ 2,4 .. • 4,7
G 102........................ .......LH front top of engine (diesel) ............................ .......... 2 ... ... 4
G 104........................ .......On LH radiator support ...................................... ........ 2,3 .. . 5,6
G 105........................ .......RH inner fender, near battery.............................. ........ 2,3 .. . 4,6
G 106........................ .......Rear of RH cylinder head ................................... ........ 9,11 .. 12, 14
12, 15 15, 18
17, 19 20, 22
20 23
G 108........................ .......LH top front of engine.......................................... ........ 7, 10 . . 10, 13
14,21 17, 24
G109 (Gasoline) ....... .......Top front center of engine (gas).......................... ........ 7, 10 . . 10, 13
14 17
G109 (Diesel) .......... .......Top RH rear of engine ........................................ ....... 17, 19 . . 20,22
21 24
G202 ........................ .......l/P harness, 15 cm from data link connector........ .......... 32 ... . . . 3 8
G400 (Suburban) __ .......At RH C—pillar
G400 (Utility) ............ .......At RH C—pillar
COMPONENT LOCATION 201 -PG FIG CONN

SPLICES: (CONTINUED):
5103 RH side, near headlamp
5104 LH side, near headlamp
S118 ................................. Engine harness, near cowl LH rear engine compartment
S136 ................................. Rear of engine compartment, near center
5207 Under LH side of l/P
5208 Behind LH side of l/P ........................................................4 3 ..........55
S240 ................................. Behind LH side of l/P
S328 ................................. Auxiliary heater - A/C control harness, behind roof console
S402 ................................. Above rear liftgate glass opening
S404 ................................. Behind LH side of rear bumper
S425 ................................. Behind LH side of rear bumper, near crossmember
S436 ................................. Auxiliary heater - A/C harness, near blower motor
BLANK
MANUAL OR AUTOMATIC TRANSMISSION
MANUAL OR AUTOMATIC TRANSMISSION
MANUAL OR AUTOMATIC TRANSMISSION

PCM CONNECTOR IDENTIFICATION

C1 - RED - 32 W A Y
C2 - BLUE - 32 W A Y
MANUAL OR AUTOMATIC TRANSMISSION

L _______________________________________________________________________________________- i
MANUAL OR AUTOMATIC TRANSMISSION

PCM CONNECTOR IDENTIFICATION

C1 - RED - 32 W A Y
C2 - BLUE - 32 W A Y
 MANUAL OR AUTOMATIC TRANSMISSION

437
S E E E N G IN E
C O N T R O LS
PA G E .8 B L K /
8 A -20 -2 YEL

A .8 B L K / 1
f1 y ll J [

E L E C T R O N IC

J' 4 -SP D AUTOMATIC

O V E R D R IV E

TRAN SM ISSIO N
C B A S H IF T S H IF T 3 /2
TR A N SM ISSIO N
R A N G E MODE S O LE N O ID S O LEN O ID S H IF T
TEM PERATU RE
SELEC TO R A S O LE N O ID

&
FO RCE

t
MOTOR

NJ/ jL.
T A N /B LK | 422

P101

8 PPL 1455
t _ _ -8 B L U / I 1229 T A N /8 L K I 422

§243| C1 ^ 7 ■C2 (W / M 3 0 )
E10
_I4_ ~ ------- 1 PO W ER TR A IN
r /K /N
I ^ * TC C * "n j C O N TR O L
« S H IF T ^
EN ABLE I M O D U LE (P C M )
' SO LEN O ID y" 3 -2 TC C
A f C O N TR O L EN ABLE f A
O U TPU T 0 O U TP U T W /M 3 0 4 | ^

___ ^ - j A s t S
J PCM CONNECTOR IDENTIFICATION
I C1 - RED - 32 W A Y
j C2 - BLUE - 32 W A Y
 C1

12110113
32 - WAY F MICRO - PACK 100 SERIES
DK RED

BP4408S2803

POWERTRAIN CONTROL MODULE -C 1 (32-Pin Red)

CIRCUIT WIRE COLOR CAVITY DESCRIPTION
NO. SIZE
451 .8 BLK/WHT A1 SYSTEM GROUND
551 .8 TAN/WHT A2 SYSTEM GROUND
1747 .5 LT BLU/WHT A3 STEPPER COIL A HIGH
430 .8 PPL/WHT A4 DISTRIBUTOR REF HIGH
453 .8 RED/BLK A5 DISTRIBUTOR REF LOW
1748 .5 LT BLU/BLK A6 STEPPER COIL A LOW
444 .5 LT GRN/ BLK A7 STEPPER COIL B LOW
1749 .5 LT GRN/WHT A8 STEPPER COIL B HIGH
468 .8 DK GRN A9 LOW SIDE INJ B
412 .8 PPL A10 OXYGEN SENSOR HIGH
A11 NOT USED
413 .8 TAN A12 OXYGEN SENSOR LOW
A13 NOT USED
448 .5 WHT/BLK A14 DLC
417 .5 DK BLU A15 THROTTLE POSITION SENSOR
467 .8 DK BLU A16 LOW SIDE INJ A
 C1
— i d '

i r

CD CD CD m CD I i m m c D m t i CD CD CD CD CD

0 0 0 0 0 3 0 0 0 0 1 3 0 0 0 0 0

0 0 0 0 0 I § 0 0 0 0 E 3 0 0 0 0 0 J

id cd m cd m CD t o CD t t U D Q CD CD CD CD ( D

■ ■ (
>
B1 |
1 B16

12110113
32 - WAY F MICRO - PACK 100 SERIES
DK RED

BP4408S2803

POWERTRAIN CONTROL MODULE - C 1 (32-Pin Red)

CIRCUIT WIRE COLOR CAVITY DESCRIPTION
NO. SIZE
B1 NOT USED
424 .8 TAN/BLK B2 IGNITION BYPASS
452 .8 BLK B3 5V RETURN B
470 .8 BLK B4 5V SYSTEM RETURN A
1227 .8 YEL/BLK B5 PCM TO TRANS TEMP SENSOR
B6 NOT USED
B7 NOT USED
410 .8 YEL B8 ENGINE COOLANT TEMPERATURE SENSOR
B9 NOT USED
396 .5 LT BLU/BLK B10 CRUS IND REG CNTRLD GRD
B11 NOT USED
120 .8 GRA B12 ELEC FUEL PUMP - INPUT
432 .5 LTGRN B13 MANIFOLD ABSOLUTE PRESSURE SENSOR
B14 NOT USED
496 .8 DK BLU B15 KNOCK SENSOR

1456 .8 BRN B16 NOT USED

 C2

£ 5 ! E16
CDEDEDCDCntDCDCDCBCBQlCLCDCDCDCD

0 0 0 0 0 0 0 0 0 1
m□ □□□□□(OttKDO: □ E
U — U

12110115
©
32-WAY F MICRO-PACK 100 SERIES
BLU

BP4408S2804

POWERTRAIN CONTROL MODULE - C 2 (32-Pin Blue)

CIRCUIT WIRE COLOR CAVITY DESCRIPTION
NO. SIZE
435 .5 GRA E1 EGR ELECTRONIC VACUUM REGULATOR
SOLENOID VALVE
687 .8 WHT E2 TRANS SHIFT 2/3 SOL
E3 NOT USED
1225 .8 DK BLU E4 PCM TRANS RANGE MODE B
1226 .8 RED E5 PCM TRANS RANGE MODE C
419 .5 BRN/WHT E6 MALFUNCTION INDICATOR LAMP
E7 NOT USED
1223 .8 YEL/BLK E8 PCM TRANS SHIFT SOL B
1222 .8 LTGRN E9 PCM TRANS SHIFT SOL A
422 .8 TAN/BLK E10 TORQUE CONVERTER CLUTCH
418 .8 BRN E11 NOT USED
59 .8 DKGRN E12 AIR CONDITIONING
420 .8 PPL E13 BRAKE SW TO PCM
474 .5 GRA E14 5V REF VOLTAGE
439 .8 PNK E15 12V IGNITION FUSED
440 .8 ORN E16 12 BATTERY FUSED
 C2

E16
a ,
CDCDCDCDCDCDmCDmCDmaiCDCDCDCD

m CDi n c o mc Dc n i n c n md ] m m m mm
u —

12110115
IB
3 2 - WAY F M IC R O -P A C K 100 SERIES
BLU

BP4408S2804

POWERTRAIN CONTROL MODULE - C 2 (32-Pin Blue)

CIRCUIT WIRE COLOR CAVITY DESCRIPTION
NO. SIZE
1224 .8 PNK F1 PCM TRANS RANGE MODE A
1230 .8 GRA/RED F2 TRANSMISSION SPEED SENSOR INPUT
1231 .8 DK BLU/WHT F3 TRANSMISSION SPEED SENSOR INPUT
F4 NOT USED
F5 NOT USED
465 .5 DK GRN/WHT F6 FUEL PUMP RELAY DRIVE
1229 .8 LT BLU/WHT F7 PCM TRANS FORCE MTR LOW
1694 .5 GRA/BLK F8 NOT USED
800 .5 TAN F9 DLC SERIAL DATA
1228 .8 RED/BLK F10 PCM TRANS FORCE MOTOR HIGH
423 .8 WHT F11 IGNITION CONTROL (IC)
437 .5 BRN/WHT F12 VEHICLE SPEED SENSOR BUFFER SIGNAL
1716 .5 BRN/DK BLU F13 VEHICLE SPEED SENSOR BUFFER SIGNAL
416 .8 GRA F14 5V SENSOR REF
439 .8 PNK F15 NOT USED
428 .5 DK GRN/WHT F16 NOT USED
COMPONENT LOCATION 201 -PG FIG CONN
Data Link Connector (DLC) .. . Below LH side of l/P ............................................ ....... 32, 43 .. 38, 55.. . 202-6
Distributor Ignition Control
Module ........................... . Center rear of engine.......................................... .........9, 12 .. 12, 15.. . 202-22
15, 20 18, 23
EGR Electronic Vacuum
Regulator Solenoid Valve . . Top of engine, RH side
EGR Solenoid Valve
(W/M30) ......................... . LH rear top of engine
Engine Coolant Temperature
Sensor............................. . RH top front of engine ........................................ .........7, 10 .. 10, 13
14 17
Evaporative Canister Purge
Solenoid ......................... . RH side of engine............................................... .......... 7 .. . . .. 10
Fuel Pump and Sender ....... . In fuel tank
Fuel Pump Oil Pressure
Switch and Sender.......... . LH rear of engine, near exhaust manifold............. .........6, 9 ... . 9, 12
11, 12 14, 15
15 18
Fuel Pump Relay................. . In underhood fuse and relay center...................... .........8, 13 .. 11, 16.. . 202-23
Fuse B lock......................... . Lower LH side of l/P ............................................ .......... 43 .. . . .. 55
Heated Oxygen Sensor....... . At Y connection of exhaust pipe........................... .......... 26 . . . . .. 31
Idle Air Control M otor.......... . RH rear of TBI u n it.............................................. ........ 7, 10 .. 10, 13
14,21 17, 24
Ignition Coil.......................... . Center rear of engine.......................................... ..........6, 9 . 9, 12
12, 15 15, 18
21 24
Instrument Cluster............... . LH upper end of l/P .................................................... 32, 46 .. 39, 58.... 202-9
Knock Sensor...................... . RH side of engine, below exhaust manifold.......... ..........6, 7 ... . 9, 10
10, 14 13, 17
21 24
MAP Sensor........................ . RH rear top of engine.......................................... .......... 7,10 .. 10, 13
14,21 17, 24
Powertrain Control Module
(PCM) ............................. . Under RH end of l/P ........................................................30 . . . . .. 35
TCC/Stoplight Switch .......... . Top of brake pedal ............................................. ............37 .. .. .. 47 .. .. 202-26
Throttle Body Injectors
(1 & 2 ) ............................. . Top of throttle body unit
TP Sensor........................... . RH side of T B I.................................................... .......... 7,10 .. 10, 13
14,21 17, 24
Transmission Input Speed
Sensor............................. . LH side of transmission

CONNECTORS:
C 1 0 0 ............................... . Engine harness, inline to l/P harness .................. .......... 5,31 .. . 8, 37 . .. 202-0
C101 ............................... . At bulkhead connector....................................... . . . . . . 3, 5, 9 .. 6, 8, 12
12, 15 15, 18
C 1 0 6 ............................... . Rear lamp extension, inline to engine harness
C114 ............................... . Center of cowl
C200 ............................... . Under RH side of l/P, near blower motor ............ 30, 35 .., 35,43. .. 202-2

GROMMETS:
P101 ............................... . RH lower cowl (engine compartment)................. ............ 21 .... . . . 2 4
P110 ............................... . Top of throttle body
COMPONENT LOCATION 201-PG FIG CONN

GROUNDS:
G10 8 .................................LH top front of engine............. 7,10 .. 10,13
14,21 17,24
G109 (Gasoline) ............... Top front center of engine (gas) 7, 10 .. 10, 13
14 17

SPLICES:
S114 .................................RH rear engine compartment, near A/C accumulator
S118 ................ ............... Engine harness, 5 cm from A/C pressure switch breakout 6,9 .. .. 9, 12
11,12 14, 15
15 18
S119 ................ ............... Engine harness, near cowl at LH rear of engine
compartment........................................................... .6,20 . .. 9, 23
S127 ................
S136 ................ . 6, 9 .. .. 9, 12
10, 12 13, 15
14, 15 17, 18
20 23
S 1 4 9 ................ .9, 12 . . 12, 15
15 18
S153 ................
S160 ................ ............... Upper rear of engine .................................................... . 6, 9 .. .. 9, 12
10, 12 13, 15
14, 15 17, 18
21 24
S186 ................ ............... RH rear of engine......................................................... .. 6 ... . . . . 9
S206 ................ ............... Under LH side of l/P ...................................................... 43, 53 . . 55,65
S213 ................ ............... l/P harness, 4 cm from headlight switch breakout............ .. 43 ... . . . 5 5
S218 ................ ............... Cross body harness, 6.5 cm from l/P harness connector .. 35 ... . . . 4 3
S222 ............... ............... Near PCM, under RH side of l/P .................................... 30, 35 . . 35,43
S238 ................ ............... Engine harness, near PCM............................................ 30, 35 . . 35,43
S240 ................ ............... Behind LH side of l/ P .................................................... 32, 44 . . 39,56
46 58
5243 Cross body harness, 13 cm from LH door harness
connector breakout
5244 Engine harness, near P101............................................... 3 5 .......... 43
BLANK
HOT IN RUN. B U LB TEST OR START l c HOT IN START
MANUAL TRANSMISSION
 S E E PAGE 8 A - 2 - 1
F O R M EASU R IN G
AND H ANDLING
PR O C ED U R ES

T EN G IN E

C O N TR O L

i t A MO D U L E ( E C M)

ECM CONNECTOR IDENTIFICATION

C1 - B L A C K - 24 W A Y
C2 - B LACK - 32 W A Y
 MANUAL TRANSMISSION

A
laA
S E E PAGE 8 A - 2 - 1
FOR MEASURING
AND HANDLING
PRO C ED U RES
HOT IN RUN, B U L8 TEST OR START I
■ ■ ■ ■ ■ ■ ■ ■ ■ J
 MANUAL TRANSMISSION, HEAVY DUTY (OVER 8500 GVW ONLY)

>
S E E PAGE 8 A - 2 - 1
FOR MEASURING
AND HANDLING
HOT IN RUN. B U LB TEST OR START
PRO CEDU RES

T UNDERHOOD T ENGINE

I fu s e/ rela y EGR
ENG 1 SOLENOID IDLE AIR
I CENTER VALVE CONTROL
MINI FU SE OUTPUT
20 AMP
SOLID
STATE

♦
i:
A 4V C 1

.5 LT GRN/WHT

S E E FU SE
S138 BLO CK DETAILS
SECTION 8 A -1 1

.5 I T GRN/W H
539

VEHICLE SPEED
A r\ SENSOR B U FFER
SECTION 8 A -3 3

D S /

C1

"7t\" BATTERY

.5 B LK/W H T 451
VEHICLE T
— ^ SP E E D L~
INPUT

S E E GROUND
S136 • > DISTRIBUTION ECM CONNECTOR IDENTIFICATION
SECTION 8 A - 1 4
C1 BLACK 32 W A Y
1 BLK/W H1 I 451
C2 BLACK - 32 W A Y
GW8
ENGINE
GROUND
 ■
r ! ^ N G |N E IGNINTION
m____w . BYPASS HOT IN RUN, B U LB TEST OR START

ZT
.TS SWITCH
I OUTPUT 5 VOLTS _________ I CONTROL
SECTION
^ | MODULE 8 A -3 0 A -2
R EF I T 1 UNDERHOOD
P U LSE | (EBCM )

JT] KNOCK X " INPUT

ENG , | F U S E /R E L A Y
SENSOR > IO MINI FU S E | a N 'M
INPUT KNOCK |
I " ► SENSOR I A t o A 20 AMP |
S E E PAGE 8 A - 2 - 1
INPUT | C5
I HI FOR MEASURING
I______ _ ___________ _

D4 V / “
______________________ \ l / _____________ \ J / __________

C2 B5V ^ Vw/ C1
K I|
3 PNK T 3
AND HANDLING
PR O C ED U RES
07
-# sS2 0 6

.8 Y E L / 457
B LK
.8 P P L /
.8 WHT
WHT
S E E POWER
DISTRIBUTION
SECTION 8 A - 1 0 - 2

.8 TAN/ .8 R E D / 4 53
BLK B LK
+
C L USTER I
r — ~i

I I I
A I I
i,a A I
,8 WHT 121 .. J
.8 Y E L /B L .K
A C 200
.8 WHT J J l 21 ” 7 457

4==^ P101 SEE FU SE

.8 WHT TT 121 BLOCK
DETAIL
SECTION 8 A - 1 1 - 2
S1 6 0

4
.8 TAN/
B LK
C101A
A / V
_
__ A
_ _
J
TACHO­ COIL I
METER
TEST — ,, L-
.8 P P L /
LEAD .aaaJ
v S1 3 8
,8 R E D /
WHT
B LK
S E E GROUND
DISTRIBUTION
SECTION 8 A -1 4 --2

SET
T
TIMING
CONNECTOR
HIGH
VOLTAGE I
COIL
WIRE
,8 TAN/
B LK
8 LT
BLU
1
.8 BLK/

JT
YEL/ 8 DK WHT
.8 PNK B LK BLU

D /’“ ■V
1A A r\ r\
DIST. DIST.
/l\ /K
R EF R EF
HI LO 12 VOLT KNOCK
IGN SENSOR
IGNITION MODULE FUSED SPARK GROUND KNOCK
RETARD SEN SOR
z :n z 7 v z r r
INPUT
□□□□□□□□ G J0 9

DISTRIBUTOR ENGINE
KNOCK SENSOR

PCM CONNECTOR IDENTIFICATION

C 2 - B L A C K - 3 2 WAY
C1 - B L A C K - 2 4 WAY
MANUAL TRANSMISSION, HEAVY DUTY (OVER 8500 GVW ONLY)
 C1

f c u i E = 3 u
1 2 3 4 5 6 7 8 9 10 11 12

■w
GEL he

12047946
24 - WAY F MICRO - PACK 100 SERIES
BLK

ENGINE CONTROL MODULE — 5.0L, 5.7L W/MANUAL TRANSMISSION (24-PIN)

CIRCUIT WIRE COLOR CAVITY DESCRIPTION
NO. SIZE
465 .8 DK GRN/WHT A1 FUEL PUMP RELAY DRIVE
A2 NOT USED
A3 NOT USED
435 .5 GRA A4 EGR SOLENOID
419 .5 BRN/WHT A5 MALFUNCTION INDICATOR LAMP CONTROL
439 .8 PNK A6 12V IGNITION (FUSED)
456 .5 TAN/BLK A7 UPSHIFT LAMP CONTROL
461 .5 ORN A8 DLC SERIAL DATA
448 .5 WHT/BLK A9 DLC DIAGNOSTIC TEST
1716 .5 DK BLU A10 VEHICLE SPEED SENSOR BUFFER SIGNAL
470 .5 BLK A11 MAP SENSOR 5V RETURN GROUND
451 .8 BLK/WHT A12 SYSTEM GROUND
440 .8 ORN B1 12V BATTERY (FUSED)
120 .8 GRA B2 FUEL PUMP SIGNAL (INPUT)
453 .8 RED/BLK B3 DISTRIBUTOR REF LOW
B4 NOT USED
430 .5 PPL/WHT B5 DISTRIBUTOR REF HIGH
B6 NOT USED
457 .8 YEL/BLK B7 SPARK RETARD SIGNAL
59 .8 DK GRN B8 A/C REQUEST SIGNAL
B9 NOT USED
B10 NOT USED
B11 NOT USED
B12 NOT USED
 C2

T = JlE L = J5 h = r

TT
D16

12045575
32 - WAY F MICRO - PACK 100 SERIES
BLK

ENGINE CONTROL MODULE — 5.0L, 5.7L W/MANUAL TRANSMISSION (32-Pin)

CIRCUIT WIRE COLOR CAVITY DESCRIPTION
NO. SIZE
C1 NOT USED
C2 NOT USED
444 .5 LT GRN/BLK C3 IAC COIL B LOW
1749 .5 LT GRN/WHT C4 IAC COIL B HIGH
1747 .5 LT BLU/WHT C5 IAC COIL A HIGH
1748 .5 LT BLU/BLK C6 IAC COIL A LOW
C7 NOT USED
C8 NOT USED
806 .5 PPL C9 CRANK SIGNAL
410 .8 YEL C10 ENGINE COOLANT TEMPERATURE SENSOR SIGNAL
432 .5 LTGRN C11 MAP SENSOR SIGNAL
C12 NOT USED
417 .5 DK BLU C13 TP SENSOR SIGNAL
416 .5 GRA C14 5V SENSOR REFERENCE
C15 NOT USED
440 .8 ORN C16 12V BATTERY (FUSED)
 C2

Cl 1 Hr" r

u T J

12045575
32 - WAY F MICRO - PACK 100 SERIES
BLK

ENGINE CONTROL MODULE — 5.0L, 5.7L W/MANUAL TRANSMISSION (32-Pin)

CIRCUIT WIRE COLOR CAVITY DESCRIPTION
NO. SIZE
451 .8 BLK D1 SYSTEM GROUND
452 .8 BLK D2 TP SENSOR AND ENGINE COOLANT SENSOR 5V
RETURN GROUND
D3 NOT USED
423 .8 NAT/WHT D4 IGNITION CONTROL (IC)
424 .8 TAN/BLK D5 IC BYPASS
413 .5 TAN D6 OXYGEN SENSOR GROUND
412 .8 PPL D7 OXYGEN SENSOR SIGNAL
D8 NOT USED
D9 NOT USED
D10 NOT USED
D11 NOT USED
D12 NOT USED
D13 NOT USED
468 .8 DK GRN D14 INJECTOR 2 DRIVER
D15 NOT USED
467 .8 DK BLU D16 INJECTOR 1 DRIVER
COMPONENT LOCATION 201-PG FIG CONN
Air Switch Solenoid.............. . RH front of engine
Distributor Ignition Control
Module ........................... . Center rear of engine.......................................... ........ 9,12 .. 12, 15.. . 202-22
15, 20 18,23
ECM.................................... . Under RH end of l/P
EGR Solenoid Valve............ . LH rear top of engine.......................................... . 202-22
Engine Coolant Temperature
Sensor............................. . RH top front of engine ........................................ ........ 7,10 .. 10, 13
14 17
Fuel Pump and Sender ....... . In fuel tank
Fuel Pump Oil Pressure
Switch ............................. . LH rear of engine, near exhaust manifold.............. .......... 21 .. .. .. 24 .. 1
Fuel Pump Relay................. . In underhood fuse and relay center...................... ........ 8,13 .. 11,16.. .202-23
Fuse B lock.......................... . Lower LH side of l/P ............................................ .......... 43 .. .. .. 55
Idle Air Control M otor.......... . RH rear of TBI u n it............................................. ..........7,10 .. 10, 13
14,21 17, 24
Ignition Coil.......................... . Center rear of engine.......................................... ..........6, 9 ... . 9, 12
12, 15 15, 18
21 24
Instrument Cluster............... . LH upper end of l/P .................................................... 32, 46 .. 39, 58.... 202-9
Knock Sensor...................... . RH side of engine, below exhaust manifold.......... ..........6, 7 ... . 9, 10
10, 14 13, 17
21 24
Knock Sensor Module ......... . Above RH rocker cover.................................................8,13 .. 11,16. .. 202-24
MAP Sensor........................ . RH rear top of engine.......................................... .......... 7,10 .. 10, 13
14,21 17, 24
Oxygen Sensor ................... . In LH exhaust manifold ..................................... ........... 9,12 .. 12, 15
15, 26 18, 31
Throttle Body Injectors
(1 & 2 ) ............................. . Top of throttle body unit
TP Sensor........................... . RH side of T B I.............................................................. 7,10 .. 10,13
14,21 17, 24

CONNECTORS:
C 10 0 ............................... . Engine harness, inline to l/P harness ................. .......... 5,31 .. ,. 8, 37 . .. 202-0
C101 ............................... . At bulkhead connector....................................... ........ 3, 5, 9 .. 6, 8, 12
12, 15 15, 18
C 10 6 ............................... . Rear lamp extension, inline to engine harness
C114 ............................... . Center of cowl
C200 ............................... . Under RH side of l/P, near blower motor ............ 30, 35 .., 35,43. .. 202-2

GROMMETS:
P101 ............................... . RH lower cowl (engine compartment)................. ............21 .... . . . 2 4

GROUNDS:
G 108........................ .......LH top front of engine................................. ...................7,10 . . 10,13
14,21 17, 24
G109 (Gasoline) ....... .......Top front center of engine (gas).................. ...................7,10 . . 10, 13
14 17
COMPONENT LOCATION 201-PG FIG CONN

SPLICES:
S114 ... RH rear engine compartment, near A/C accumulator
S127 ... Engine harness, 11 cm from underhood lamp breakout
S136 ... l/P harness, 12.5 cm from C100 breakout.................... . 6, 9 .. .. 9, 12
10, 12 13, 15
14, 15 17, 18
20 23
S149 Center of cowl ............................................................. .9, 12 . . 12,15
15 18
S153 Center of cowl
S160 Upper rear of engine ................................................... . 6, 9 .. .. 9, 12
10, 12 13, 15
14, 15 17, 18
21 24
S206 Under LH side of l/P .................................................... 43, 53 . . 55,65
S213 I/P harness, 4 cm from headlight switch breakout.......... .. 43 ... . . . 5 5
S218 Cross body harness, 6.5 cm from l/P harness connector .. 35 ... . . . 4 3
5222 Near PCM, under RH side of l/P .................................. 30, 35 . . 35,43
5223 Near PCM, under RH side of l/P .................................. 30, 35 . . 35,43
S238 Engine harness, near PCM .......................................... 30,35 . . 35,43
S240 Behind LH side of l/ P ................................................... 32, 44 . . 39,56
46 58
S244 Engine harness, near P101.......................................... .. 35 ... . . . 4 3
AUTOMATIC TRANSMISSION

HOT IN R U N , B U L B T E S T OR STAR T

i— r ~l l/ P
I[ HO T IN R U N , B U L B T E S T O R S T A R T

r
1
-------------------- 1 U N D ERH O O D

1 +
G AU GES
| FU SE
1 ECM 1
| F U S E/R E LA Y

| B LO C K CEN TER
1 ^ FU SE 4 1 MINI F U S E I

2 0 AMP |
1 1
10 AMP
1 1
L _T ____ J L

.5 PN K 1 39

— • S213

S E E PA G E 8 A - 2 - 1
F O R M EASU RIN G
.3 5 PN K I 39 AND H ANDLING
PR O C ED U R ES

22 A k
r ” /fT
INDICATO RS | C LU STER
"S E R V IC E .
EN G IN E S O O N "| PR IN TED
INDICATOR | C IRCU IT S E E FU SE
S168 # i B L O C K D E T A ILS
SEC TIO N 8 A - 1 1

L
C
1 P101

5 B R N /W H T |
I 419 G
.8 P N K

a
■*>
.5 B R N / I 419
WHT

aw C1 W A U C 2 W F9

A N TILO C K
BRAKE
S Y S T EM
S EC TIO N 8 A - 4 4 A

B LK /W H T

F/'IN £/ \
C
I TAN / 799
r --- 1
WHT
I I
.8 R ED
I I
i__ j
B LK /W H T FU EL
£100 ^ H 2 PU M P

M H

PCM CONNECTOR IDENTIFICATION

C1 - R E D - 32 W A Y
C2 - BLUE - 3 2 W A Y _________________
AUTOMATIC TRANSMISSION
AUTOMATIC TRANSMISSION
PCM CONNECTOR IDENTIFICATION
C2 - BLUE - 32 W A Y
C1 - R E D - 32 W A Y
 ■ HOT RUN, B U L B T E S T C~ START

■ ---------- n PO W ER T R A N I----- T ------------------ 1 UNDERHCOD

| CONTROL | T eng 1
E V A P -------------,
C A M IST ER | M Q D LILE (P C M )
O U TPU T ,

i6Vw/C2

D K G R N /W H T 4 28

O , P 101

DK GRN/WHT

(W /N B 2, NRO
AND M30 ONLY)

a BLX/WHJ

SEE GROUND
5126 0 i DISTRIBUTION
SECTION 8 A - 1 4

t B L K /W H T 451

G 108
EN G IN E

GROUND
 S E E S E C T IO N 8 A - 2 - 1
F O R M EA S U R IN G
AND H A N D LIN G
539 PRO CED U RES

539

.5 G R Y

4 35

CONTROL
M0T0R (EGR) VALVE
SOLENOID
(W /M 30 )

.5 LT 8 L U / 396
BLK
8 8RN

.5 LT B L U /
BLK

Cl B 10 F 12 ^ ^ C2

PCM CONNECTOR ID ENTIFICATION

C1 - RED - 32 W A Y
C2 - BLUE - 32 W A Y
 AUTOMATIC TRANSMISSION
TRAN SM ISSIO N

E10
^ ------------ 1 PO W ER TR A IN

* ~ I CQNTR0L
S SHIFT
SOLENOID
J? 3-2
CONTROL
EN A BLE
tN A a Lt
| MODULE (PCM )

T A T OUTPUT T W/M30 T I
O U TPU T 4 OUTPUT _ ± _ I
PCM CONNECTOR IDENTIFICATION
Cl - RED - 32 W A Y
C2 - BLUE - 32 W A Y
 C1

\(y^\ ll^ ....... ~ll___ E X

mmmc Dmmmmmma i mQi mmc D

( D ( D ( D ( D ( D ( D ( D ( D Q ] ( D (D ( D I D ( D I D
u— a

12110113
32 - WAY F MICRO - PACK 100 SERIES
DK RED

BP4408S2803

POWERTRAIN CONTROL MODULE - 5.0L, 5.7L HP ENGINE WITH AUTO TRANSMISSION (32-PIN RED)
CIRCUIT WIRE COLOR CAVITY DESCRIPTION
NO. SIZE
451 .8 BLK/WHT A1 SYSTEM GROUND
551 .8 TAN/WHT A2 SYSTEM GROUND
1747 .5 LT BLU/WHT A3 STEPPER COIL A HIGH
430 .8 PPL/WHT A4 DISTRIBUTOR REF HIGH
453 .8 RED/BLK A5 DISTRIBUTOR REF LOW
1748 .5 LT BLU/BLK A6 STEPPER COIL A LOW
444 .5 LT GRN/ BLK A7 STEPPER COIL B LOW
1749 .5 LT GRN/WHT A8 STEPPER COIL B HIGH
468 .8 DK GRN A9 LOW SIDE INJ B
412 .8 PPL A10 OXYGEN SENSOR HIGH
A11 NOT USED
413 .8 TAN A12 OXYGEN SENSOR LOW
A13 NOT USED
448 .5 WHT/BLK A14 DLC
417 .8 DK BLU A15 THROTTLE POSITION SENSOR
467 .8 DK BLU A16 LOW SIDE INJ A
 C1

12110113
32 - WAY F MICRO - PACK 100 SERIES
DK RED

BP4408S2803

POWERTRAIN CONTROL MODULE -5 .0 L , 5.7L ENGINE WITH AUTO TRANSMISSION (32-PIN RED)
CIRCUIT WIRE COLOR CAVITY DESCRIPTION
NO. SIZE
B1 NOT USED
424 .8 TAN/BLK B2 IGNITION BYPASS
452 .8 BLK B3 5V RETURN B
470 .5 BLK B4 5V SYSTEM RETURN A
1227 .8 YEL/BLK B5 PCM TO TRANS TEMP SENSOR
B6 NOT USED
B7 NOT USED
410 .8 YEL B8 ENGINE COOLANT TEMPERATURE SENSOR
B9 NOT USED
396 .5 LT BLU/BLK B10 CRUS IND REG CNTRLD GRD
B11 NOT USED
120 .8 GRA B12 ELEC FUEL PUMP - INPUT
432 .5 LTGRN B13 MANIFOLD ABSOLUTE PRESSURE SENSOR
B14 NOT USED
496 .8 DK BLU B15 KNOCK SENSOR
B16 NOT USED
 C2

DCDCDEDCDED1ICDCDII1CDDCDDEDD]
00000151001210
000000000000000
(E m m m m m ra □ m m m (Dram mm
F1
u —

12110115
U
IB
3 2 - W A Y F M IC R O -P A C K 100 SERIES
BLU

BP4408S2804

POWERTRAIN CONTROL MODULE -5 .0 L , 5.7L ENGINE WITH AUTOMATIC TRANSMISSION (32-PIN BLUE)
CIRCUIT WIRE COLOR CAVITY DESCRIPTION
NO. SIZE
*435 .5 GRA E1 EGR ELECTRONIC VACUUM REGULATOR SOLENOID
VALVE
•435 .5 GRA E1 EXHAUST GAS RECIRCULATION (EGR) VALVE
SOLENOID
•687 .8 WHT E2 TRANS SHIFT 2/3 SOL
E3 NOT USED
1225 .8 DK BLU E4 PCM TRANS RANGE MODE B
1226 .8 RED E5 PCM TRANS RANGE MODE C
419 .5 BRN/WHT E6 MALFUNCTION INDICATOR LAMP
E7 NOT USED
1223 .8 YEL/BLK E8 PCM TRANS SHIFT SOL B
1222 .8 LTGRN E9 PCM TRANS SHIFT SOL A
422 .8 TAN/BLK E10 TORQUE CONVERTER CLUTCH
*418 .8 DK BLU E11 2/3 SHIFT SOLENOID
59 .8 DKGRN E12 AIR CONDITIONING
420 .5 PPL E13 BRAKE SW TO PCM
474 .5 GRA E14 5V REF VOLTAGE
439 .8 PNK E15 12V IGNITION FUSED
440 .8 ORN E16 12 BATTERY FUSED
 C2

CDCDCDCDCDCDDDCDDDDCDCDCDCDn]
E16
(V ,
000000000000000
000
(E Q ] Q ] Q ] Q ] C D Q ] Q 3 Q ] 0 Q ] ( D ( D ( D (Dtn
F1
U— — u
IB
12110115
3 2 - WAY F M I C R O - P A C K 100 SERIES
BLU

BP4408S2804

POWERTRAIN CONTROL MODULE - 5.0L, 5.7L ENGINE WITH AUTOMATIC TRANSMISSION (32-PIN BLUE)
CIRCUIT WIRE COLOR CAVITY DESCRIPTION
NO. SIZE
1224 .8 PNK F1 PCM TRANS RANGE MODE A
F2 NOT USED
F3 NOT USED
F4 NOT USED
F5 NOT USED
465 .5 DK GRN/WHT F6 FUEL PUMP RELAY DRIVE
1229 .8 LT BLU/WHT F7 PCM TRANS FORCE MTR LOW
1694 .5 GRA/BLK F8 SHIFT PERFORMANCE SELECT SWITCH INPUT
800 .5 TAN F9 DLC SERIAL DATA
1228 .8 RED/BLK F10 PCM TRANS FORCE MOTOR HIGH
423 .8 WHT F11 IGNITION CONTROL (IC)
437 .8 BRN F12 VEHICLE SPEED SENSOR BUFFER SIGNAL
1716 .5 DK BLU F13 VEHICLE SPEED SENSOR BUFFER SIGNAL
416 .5 GRA F14 5V SENSOR REF
439 .8 PNK F15 12V IGNITION FUSED
•428 .5 DK GRN/WHT F16 EVAPORATIVE CANISTER PURGE CONTROL

* W/HD 5.7L ENGINE AND HD AUTOMATIC TRANSMISSION

• W/LD AUTOMATIC TRANSMISSION
COMPONENT LOCATION 201-PG FIG CONN
Data Link Connector (DLC) .. . Below LH side of l/P ............................................ ....... 32, 43 .. 38, 55.. .202-6
Distributor Ignition Control
Module ........................... . Center rear of engine.......................................... .........9, 12 .. 12, 15.. . 202-22
15, 20 18, 23
EGR Electronic Vacuum
Regulator Solenoid Valve . . Top of engine, RH side
EGR Solenoid Valve
(W/M30) ......................... . LH rear top of engine
Engine Coolant Temperature
Sensor............................. . RH top front of engine ........................................ .........7, 10 .. 10, 13
14 17
Fuel Pump and Sender ....... . In fuel tank
Fuel Pump Oil Pressure
Switch and Sender .......... . LH rear of engine, near exhaust manifold............. .........6, 9 . 9, 12
11, 12 14, 15
15 18
Fuel Pump Relay................. . In underhood fuse and relay center...................... .........8,13 .. 11, 16 .. . 202-23
Fuse B lock......................... . Lower LH side of l/P ............................................ .......... 43 . . . . .. 55
Idle Air Control M otor.......... . RH rear of TBI u n it............................................. .........7, 10 10, 13
14,21 17,24
Ignition Coil......................... . Center rear of engine.......................................... .........6, 9 . 9, 12
12, 15 15, 18
21 24
Instrument Cluster............... . LH upper end of l/P .................................................... 32, 46 .. 39, 58 .... 202-9
Knock Sensor...................... . RH side of engine, below exhaust manifold.................... 6, 7 ... . 9, 10
10, 14 13, 17
21 24
MAP Sensor........................ . RH rear top of engine.................................................... 7, 10 10, 13
14,21 17, 24
Oxygen Sensor................... . In LH exhaust manifold ...................................... .......... 9, 12 .. 12, 15
15, 26 18,31
Powertrain Control Module
(PCM) ............................. . Under RH end of l/P ........................................... ............30 . . . . .. 35
TCC/Stoplight Switch .......... . Top of brake pedal ............................................. ............37 . . . . .. 47 ..202-26
Throttle Body Injectors
(1 & 2) ............................. . Top of throttle body unit
TP Sensor........................... . RH side of T B I.............................................................. 7, 10 .. 10, 13
14,21 17,24
Transmission Input Speed
Sensor............................. LH side of transmission

CONNECTORS:
C 100............................... . Engine harness, inline to l/P harness ................. .......... 5,31 .. .. 8, 37 . .. 202-0
C101 ............................... . At bulkhead connector...................................... ........ 3, 5, 9 .. . 6, 8, 12
12, 15 15, 18
C 10 6 ............................... . Rear lamp extension, inline to engine harness
C114 ............................... . Center of cowl
C200 ............................... . Under RH side of l/P, near blower motor ............ 30, 35 .,. 35,43. .. 202-2

GROMMETS:
P101 RH lower cowl (engine compartment) 21 24
COMPONENT LOCATION 201-PG FIG CONN

GROUNDS:
G 106.................................Rear of RH cylinder head ...................................... .. 9, 11 .. . 12, 14
12, 15 15, 18
17, 19 20, 22
20 23
..7 , 10 . . 10, 13
14,21 17, 24
..7 ,1 0 . . 10,13
14 17

SPLICES:
S114 .................................RH rear engine compartment, near A/C accumulator
S118 .................................Engine harness, 5 cm from A/C pressure switch breakout 6, 9 ___ 9,12
11.12 14,15
15 18
S127 ................................ Engine harness, 11 cm from underhood lamp breakout
S136 l/P harness, 12.5 cm from C100 breakout ........................ 6, 9 __ 9,12
10.12 13,15
14.15 17,18
20 23
S153 .................................Center of cowl
S 1 6 0 .................................Upper rear of engine ...................................................... 6 , 9 __ 9,12
10.12 13,15
14.15 17,18
21 24
S206 Under LH side of l/P ...................................................... 43, 53 .. 55, 65
S213 .................................l/P harness, 4 cm from headlight switch breakout............... 4 3 ..........55
S222 Near PCM, under RH side of l/P .................................... 30, 35 .. 35, 43
S238 .................................Engine harness, near PCM............................................ 30, 35 .. 35, 43
5243 Cross body harness, 13 cm from LH door harness
connector breakout
5244 Engine harness, near P101............................................... 3 5 ..........43
BLANK
W/MANUAL AND AUTOMATIC TRANSMISSION
 W/MANUAL AND AUTOMATIC TRANSMISSION

GROUND
W/MANUAL AND AUTOMATIC TRANSMISSION
 W/MANUAL AND AUTOMATIC TRANSMISSION

EGR
OUTPUT IDLE AIR
____ VALVE CONTROL | _____
MODULE (PCM)
! 1 _ SO LID - ^ BATTERY _ SO LID - 1
| STATE ? T STATE | *

\ T r s:

>
A T V £ -1

.8 LT G R N / 1749
WHT
.8 LT G R N / i s A
BLK
SEE PAGE 8 A - 2 - 1
FOR MEASURING
P101 AND HANDLING
PROCEDURES

LT G R N /
WHT
.8 LT G R N /
BLK

C/*V________ Q/*\

VEHICLE SPPED
SENSOR BUFFER
SECTION 8 A - 3 3

.8 BRN 437

.8 BRN 437

F12 A £2
7 K ---------------------------- / f T --------------------------- X ------------------------- 1 POWERTRAIN
IDLE AIR CONTROL
BATTERY BATTERY
VALVE CONTROL
| MODULE (PCM )
4WD
X - + - i- _ T LOW
INPUT I
,
m
*

v VEHICLE
SPEED
SOLID-
STATE ± JL SOLID-
*
STATE
(IF EQUIPPED) |

INPUT
W/MANUAL AND AUTOMATIC TRANSMISSIONS
W/MANUAL AND AUTOMATIC TRANSMISSION

PCM CONNECTOR ID ENTIFICATION

C1 - RED - 32 W A Y
C2 - BLUE - 32 W A Y
 W/MANUAL AND AUTOMATIC TRANSMISSION

HOT IN START OR RUN

TRANSMISSION
------------------ l l / P

PRNDL
BLOCK
FUSE 2 0 |
SEE 8 A - 3
FOR MEASURING 10 AMP |
AND HANDLING
8 PPL PROCEDURES L ______________ I

. CONTROL
A MODULE
/ i t A (PCM)

RANGE RANGE
MODE I MODE
SELECTOR C BRAKE SELECTOR B
VEHICLE SWITCH
SWITCH

\
SPEED INPUT
SENSOR
BUFFER TRANSMISSION
V \
SECTION 8 A - 3 3 , IIN K U I INPUT
IIN KUI .

[_ j pi ED__ _ Z E- - ± ____________ ± ________t _ j

F1 2 W C 2 B S V 'C I E5 '
 C1

Ls i
[IlCDCDQIIIlCDQIffiDDCDffiniffltDni

0(D
t r u

12110113
32 - WAY F MICRO - PACK 100 SERIES
DK RED

BP4408S2803

POWERTRAIN CONTROL MODULE - 7.4L (454 CID) ENGINE (32-Pin Red)

W/MANUAL OR HD AUTOMATIC TRANSMISSION
CIRCUIT WIRE COLOR CAVITY DESCRIPTION
NO. SIZE
451 1.0 BLK/WHT A1 SYSTEM GRD
551 1.0 TAN/WHT A2 SYSTEM GRD
1747 .8 LT BLU/WHT A3 STEPPER COIL A HIGH
430 .8 PPL/WHT A4 DISTRIBUTOR REF HIGH
453 .8 BLK/RED A5 DISTRIBUTOR REF LOW
1748 .8 LT BLU/BLK A6 STEPPER COIL A LOW
444 .8 LT GRN/BLK A7 STEPPER COIL B LOW
1749 .8 LT GRN/WHT A8 STEPPER COIL B HIGH
468 .8 DK GRN A9 LOW SIDE INJ B
412 .8 PPL A10 OXYGEN SENSOR HIGH
A11 NOT USED
413 .8 TAN A12 OXYGEN SENSOR HIGH
A13 NOT USED
448 .5 WHT/BLK A14 DLC
417 .8 DKBLU A15 THROTTLE POSITION SENSOR
467 .8 DKBLU A16 LOW SIDE INJ A
 C1

frQ rf =3 a
II fAieh

1 nrJ
0] CL CDID HI Q m tD ni m dj id m cd n CD
0 m

I i
h e h s ih e

I
□ (Du me□ ID CD m □ □ m m (D Q
y u u i^_
B1 B16 \
12110113
32 - WAY F MICRO - PACK 100 SERIES
DK RED

BP4408S2803

POWERTRAIN CONTROL MODULE -7.4L (454 CID) ENGINE (32-Pin Red)

W/MANUAL OR HD AUTOMATIC TRANSMISSION
CIRCUIT WIRE COLOR CAVITY DESCRIPTION
NO. SIZE
B1 NOT USED
424 .8 TAN/BLK B2 IGNITION BYPASS
452 .8 BLK B3 5V RETURN B
470 .8 PPL B4 5V SYSTEM RETURN A
•1227 .8 BLK/YEL B5 PCM TO TRANS TEMP SENSOR
B6 NOT USED
B7 NOT USED
410 .8 YEL B8 ENGINE COOLANT TEMPERATURE SENSOR
B9 NOT USED
B10 NOT USED
B11 NOT USED
120 1.0 GRA B12 ELEC FUEL PUMP INPUT
432 .8 LT GRN B13 MANIFOLD ABSOLUTE PRESSURE SENSOR
B14 NOT USED
496 .8 DK BLU
B15 KNOCK SENSOR
1456 .8 BRN
B16 LINEAR EGR POSITION INPUT

• W/AUTOMATIC TRANSMISSION
 C2

E16
□ □□□□□□□CDEDQlCDEDCDCDn]

Ena
m ( □( Di nc oc oc nc ni nmc DCDCDa : mm
U

12110115
XJ
©
32-WAY F MICRO-PACK 100 SERIES
BLU

BP4408S2804

POWERTRAIN CONTROL MODULE - 7 .4 L (454 CID) ENGINE W/MANUAL OR

_____________ HP AUTOMATIC TRANSMISSION (32-PIN BLUE) ______
CIRCUIT WIRE COLOR CAVITY DESCRIPTION
NO. SIZE
435 .8 GRA E1 LINEAR EGR OUTPUT
•897 .8 WHT E2 TRANS SHIFT 2/3 SOL
□456 .8 TAN/BLK E2 UPSHIFT LAMP
E3 NOT USED
•1225 .8 DK BLU E4 PCM TRANS RANGE MODE B
•1226 .8 RED E5 PCM TRANS RANGE MODE C
419 .8 BRN/WHT E6 MALFUNCTION INDICATOR LAMP
E7 NOT USED
•1223 .8 YEL/BLK E8 PCM TRANS SHIFT SOL B
•1222 .8 LTGRN E9 PCM TRANS SHIFT SOL A
534 .8 DKGRN E10 THROTTLE ACTUATOR SOLENOID OUTPUT
418 .8 BRN E11 TCC SOLENOID CONTROL
59 .8 DKGRN E12 AIR CONDITIONING
420 .8 PPL E13 BRAKE SW TO PCM
474 .8 GRA E14 5V REF VOLTAGE
439 .8 PNK/BLK E15 12V IGNITION FUSED
440 1.0 ORN E16 12 BATTERY FUSED
 C2

M ill l ES f r .
CDEDEDDiaiEDCDCDDCDDCDDCDCLIII

(E

F1
U xj
IB
12110115
32-WAY F MICRO-PACK 100 SERIES
BLU

BP4408S2804

POWERTRAIN CONTROL MODULE -7 .4 L (454 CID) ENGINE W/MANUAL OR

HD AUTOMATIC TRANSMISSION (32-PIN BLUE)
CIRCUIT WIRE COLOR CAVITY DESCRIPTION
NO. SIZE
•1224 .8 PNK F1 PCM TRANS RANGE MODE A
•1230 .8 GRA/RED F2 TRANSMISSION INPUT SPEED SENSOR
•1231 .8 DK BLU/WHT F3 TRANSMISSION INPUT SPEED SENSOR
F4 NOT USED
F5 NOT USED
465 .8 DK GRN/WHT F6 FUEL PUMP RELAY DRIVE
• 1229 .8 LT BLU/WHT F7 PCM TRANS FORCE MTR LOW
•1694 .8 DK BLU F8 SHIFT PERFORMANCE SELECT SWITCH INPUT
800 .8 TAN F9 DLC SERIAL DATA
•1228 .8 RED/BLK F10 PCM TRANS FORCE MOTOR HIGH
423 .8 WHT F11 IGNITION CONTROL (IC)
437 .8 BRN F12 VEHICLE SPEED SENSOR BUFFER SIGNAL
1716 .8 DK BLU F13 VEHICLE SPEED SENSOR BUFFER SIGNAL
416 .8 GRA F14 5V SENSOR REF
439 .8 PNK/BLK F15 12V IGN FUSED
428 .8 DK GRN/YEL F16 EVAPORATIVE CANISTER PURGE CONTROL

• W/AUTOMATIC TRANSMISSION
□ W/MANUAL TRANSMISSION
COMPONENT LOCATION 201-PG FIG CONN
Data Link Connector (DLC) ... Below LH side of l/P .................................................... 32, 43 .. 38, 55 ... 202-6
Distributor Ignition Control
Module .............................Center rear of engine......................................................9,12 .. 12,15 ... 202-22
15,20 18,23
EGR Linear Solenoid Valve ... Top of engine, RH side
Engine Coolant Temperature
Sensor...............................RH top front of engine .................................................... 7,10 .. 10,13
14 17
Evaporative Canister Purge
Solenoid ........................... RH side of engine............................................................. 7 .........10
Fuel Pump and Sender ........ In fuel tank
Fuel Pump Oil Pressure
6, 9 .. .. 9, 12
11, 12 14, 15
15 18
8, 13 . . 11, 16 .. . 202-23
Fuse Block........................... Lower LH side of l/P . 43 ... .. . 5 5
,7,10 . . 10, 13
14,21 17, 24
, 6, 9 .. .. 9, 12
12, 15 15, 18
21 24
32, 46 . . 39,58.... 202-9
. 6,7 .. .. 9, 10
10, 14 13, 17
21 24
,7, 10 . . 10, 13
14,21 17, 24
.9, 12 . . 12, 15
15, 26 18, 31
Powertrain Control Module
(PCM) ...............................Under RH end of l/P .. 30 ... . . . 3 5
.. 37 ... ... 47 ..202-26
Throttle Actuator Solenoid__ At throttle body unit
Throttle Body Injectors
(1 & 2) ...............................Top of throttle body unit
TP Sensor............................ R H sideofTB I................................................................ 7,10 .. 10,13
14.21 17,24
Transmission Input Speed
Sensor...............................LH side of transmission
CONNECTORS:
C 100................................ Engine harness, inline to l/P harness .............................. 5, 31 ... 8, 37 .. . 202-0
C101 ................................ At bulkhead connector.................................................. 3, 5, 9 .. 6, 8,12
12,15 15,18
C 10 6 ................................ Rear lamp extension, inline to engine harness
C114 ................................ Center of cowl
C200 ................................ Under RH side of l/P, near blower motor ....................... 30, 35 .. 35, 43 .. . 202-2
GROMMETS:
P101 ................................ RH lower cowl (engine compartment)................................2 1 .......... 24
GROUNDS:
G 108................................ LH top front of engine......................................................7,10 .. 10,13
14.21 17,24
G109 (Gasoline) ............... Top front center of engine (gas) ...................................... 7, 10 .. 10,13
14 17
COMPONENT LOCATION 201-PG FIG CONN

SPLICES:
S114 ... RH rear engine compartment, near A/C accumulator
S119 ... Engine harness, near cowl at LH rear of engine
compartment............................................................. 6, 20 ... 9,23
S127 ... Engine harness, 11 cm from underhood lamp breakout
S136 ... l/P harness, 12.5 cm from C100 breakout...................... 6, 9 — 9,12
10.12 13,15
14.15 17,18
20 23
S149 Center of cowl ...............................................................9,12 .. 12,15
15 18
S153 Center of cowl
S160 Upper rear of engine .....................................................6,9 — 9,12
10.12 13,15
14.15 17,18
21 24
S206 Under LH side of l/P ..................................................... 43, 53 .. 55, 65
S213 l/P harness, 4 cm from headlight switch breakout..............4 3 ..........55
S222 Near PCM, under RH side of l/P .................................. 30, 35 .. 35, 43
S238 Engine harness, near PCM.......................................... 30, 35 .. 35, 43
S240 Behind LH side of l/ P ................................................... 32, 44 .. 39, 56
46 58
5243 Cross body harness, 13 cm from LH door harness
connector breakout
5244 Engine harness, near P101..............................................3 5 .......... 43
S286 Behind RH side of l/P, above blower case
BLANK
HO T AT A L L TIM ES HOT IN R U N , B U L B T E S T OR S TA R T
 HOT IN S TA R T OR RUN
A
I FU SE is A
S T O P /H A Z | B LQ C K
FU SE 1 | S E E PA G E 8 A - 2 - 1
F O R M EASU RIN G
2 0 AM P ,
AND H ANDLING
PRO C ED U RES

SEE FU SE
B L O C K D E T A IL S
-------- S EC TIO N 8 A - 1 1

T C C /B R A K E

SWITCH

420

T V E H IC L E T A / C LOW I----------------- 1 A / C

| SPEED | PRESSU RE I I C O M P R ES S O R

| SEN SO R | SWITCH

I BU FFER S EC TIO N

■SEC TIO N 8 A - 3 3
8 A -6 4 I I
L _______J L . _________ I
B B y

589 .8 I 4 3 7 A t*
.8 D K GRN I 59 .8 D K GRN I
i,Y 5»9
B RN I
------- r*i £1 aC 1 6 1 A
.8 D K GRN I 59 .8 DK GRN
IN |I 59

T
; 1 389
' I
.8 I
B RN I
T 4‘ 3 7
S288A • <

.8 D K GRN I 59

A _ci 5A C216
C215 - BLUE - 32 WAY
C218- PINK - 32 WAY
ENGINE ♦
C 2 1 7 A - PINK - 24 WAY
GROUND
 8A-25-4
ENGINE CONTROLS 6.5L DIESEL VIN P
CD ?0

A ll0_ A ca 'A vZ Tb ^ A c_a _ A 5i°_ A n a

r- -< .

CRUISE ENGAGE SWITCH

■*> ^ RETARD

CRUISE ENGAGE SWITCH

1 ENGAGE

■» 3 MODE CRUISE

re - BRAKE SWITCH INPUT

I
I* - TPS §2GRD
I
ff- TPS #3 R EF VOLTAGE
I_________ I

018
k- TPS §3SIGNAL

sTw A ° _ A 3° _ A w _ A ” *°A v i i i o A ^ _ A
K - TPS §2R EF VOLTAGE

I
I
TPS #1 GROUND

I
I
K TPS §2SIGNAL
I
j( — TPS #1 SIGNAL

I
If - TPS #1 R E F VOLTAGE
I
J<£— TPS §3GRD
E L E C T R O N IC

IN JE C TIO N PU M P PCM C O N N E C T O R IDENTIFICATION

itA C215 - BLUE - 32 W A Y
C216 - PINK - 32 W A Y
C217A - PINK - 24 W A Y
RH B A T T E R Y
 C215

D13 C13

D14 C14
D10 C10

D12 C12

D15 015

D16 016
CM CO in CO h- CO <35
o o O o O O O O o O
T—
C\J CO in CO r- CO 05
5 Q n Q Q Q Q Q Q Q
r

12110207
3 2 - WAY F M IC R O -P A C K 100 SERIES
BLU

BP4508S3519

POWERTRAIN CONTROL MODULE — C215 (32 WAY-BLUE)

CIRCUIT WIRE COLOR CAVITY DESCRIPTION
NO. SIZE
440 .8 ORN C1 12V + BATTERY
*1694 .8 GRA/BLK C2 4WD INPUT
C3 NOT USED
C4 NOT USED
419 .8 BRN/WHT C5 “SERVICE ENGINE SOON" LAMP OUTPUT
A 422 .8 TAN/BLK C6 TORQUE CONVERTER CLUTCH
*1222 .8 LTGRN C7 TRANS SHIFT SOLENOID A
*1224 .8 PNK C8 TRANS RANGE MODE A
*1225 .8 DK BLU C9 TRANS RANGE MODE B
*1226 .8 RED C10 TRANS RANGE MODE C
±418 .8 BRN C11 TCC PWM SOLENOID CONTROL
C12 NOT USED
*1223 .8 YEL/BLK C13 TRANS SHIFT SOLENOID B
260 .8 LTGRN C14 FUEL SOLENOID
435 .8 GRA C15 EGR SOLENOID
259 .8 DK BLU/WHT C16 FUELSHUTOFF
 C215

/E= d ttzF l

T— CM CO in CO N-CO O) “cT COo T- ib nr

o o O O O o O O O o g g V <j>
T-CM CO 'St LO CO h-CO <J> CM COo T*“ in (O
u Q Q □ a Q Q Q a Q Q Q Q -n. V“
Q

^ ______________________________________________________ J
12110207
3 2 - W A Y F M IC R O -P A C K 100 SERIES
BLU

BP4508S3519

POWERTRAIN CONTROL MODULE — C215 (32 WAY-BLUE)

CIRCUIT WIRE COLOR CAVITY DESCRIPTION
NO. SIZE
D1 NOT USED
997 .5 WHT/BLK D2 REFERENCE VOLTAGE TPS 1
397 .8 GRA D3 3 MODE ELECTRONIC CRUISE CONTROL
D4 NOT USED
420 .8 PPL D5 BRAKE SWITCH INPUT
D6 NOT USED
D7 NOT USED
389 .5 DK GRN/WHT D8 4000 PPM VEHICLE SPEED SIGNAL
D9 NOT USED
D10 NOT USED
87 .8 GRA/BLK D11 CRUISE CONTROL SWITCH — RETARD
D12 NOT USED
260 .8 LTGRN D13 FUEL SOLENOID
D14 NOT USED
84 .5 DK BLU D15 CRUISE CONTROL SWITCH — ENGAGE
D16 NOT USED
* W/AUTO TRANS ONLY A W/M30 AUTO TRANS
 C216

C1 = 1 | C 1 6 |_

mmnDCDCDCDnicDDCDDaiCDiiiDni

anom nnnnrarattnntoiQ iD inD O ]

T T J u
D1 D16

12110245
3 2 - W A Y F M IC R O -P A C K 100 SERIES
PNK
BP4508S3371

POWERTRAIN CONTROL MODULE — C216 (32 WAY-PINK)

CIRCUIT WIRE COLOR CAVITY DESCRIPTION
NO. SIZE
451 .8 BLK/WHT C1 SYSTEM GROUND
313 .8 RED C2 CLOSURE SIGNAL
993 .5 LTBLU C3 TPS 2 SIGNAL
992 .5 DK BLU C4 TPS 1 SIGNAL
433 .8 GRA/BLK C5 BAROMETRIC PRESSURE SENSOR INPUT
*1228 .8 RED/BLK C6 TRANS FORCE MOTOR HIGH
432 .8 LTGRN C7 MANIFOLD ABSOLUTE PRESSURE SENSOR
INPUT
410 .8 YEL C8 COOLANT TEMPERATURE
*1227 .8 BLK/YEL C9 TRANS TEMPERATURE INPUT
416 .8 GRA C10 +5 VOLT REFERENCE
*1229 .8 LT BLU/WHT C11 TRANS FORCE MOTOR LOW
C12 NOT USED
505 .8 YEL C13 GLOW PLUG RELAY
800 .5 TAN C14 SERIAL DATA
437 .8 BRN C15 VEHICLE SPEED SENSOR INPUT
C16 NOT USED
 C216

C1 C16 I__
1
a d n □) CD m a m
1 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0
0000000000101111
rattH D ttH D ttJiD ErarararatD inna]
T U TU
U . _________ I
D1 D16

12110245
32-WAY F MICRO-PACK 100 SERIES
PNK
BP4508S3371

POWERTRAIN CONTROL MODULE — C216 (32 WAY-PINK)

CIRCUIT WIRE COLOR CAVITY DESCRIPTION
NO. SIZE
551 .8 TAN/WHT D1 ENGINE GROUND
491 .8 BLK D2 CLOSURE GROUND
999 .5 PPL D3 TPS 2 GROUND
998 .5 BRN D4 TPS 1 GROUND
961 .5 GRA D5 TPS 3 GROUND
452 .8 BLK D6 TRANS TEMPERATURE/PRESSURE
REFERENCE LOW
D7 NOT USED
389 .8 DK GRN/WHT D8 4000 PULSE VEHICLE SPEED INPUT
1799 .8 ORN D9 TPS 2 SIGNAL
474 .8 GRA D10 +5 VOLT REFERENCE
995 .5 YEL/BLK D11 REFERENCE VOLTAGE TPS 3
D12 NOT USED
643 .8 DK BLU/WHT D13 CRANK SENSOR
632 .8 PNK/BLK D14 CAM POSITION SENSOR GROUND
633 .8 BRN/WHT D15 CAM POSITION SENSOR
D16 NOT USED
* W/AUTO TRANS ONLY
 n ----1C217 A f—j
A1 A12
n rf n
EDmmcDmmmmmmmm
N
twMKDl E S E S B E E S -
I iram mcnm□ mmmmm
I1—- ]i 1
B1 B12
12110244
2 4 - W A Y F M IC R O -P A C K 100 SERIES
PNK
BP4508S3387

POWERTRAIN CONTROL MODULE — 6.5L DIESEL ENGINE

CIRCUIT WIRE COLOR CAVITY DESCRIPTION
NO. SIZE
439 .8 PNK/BLK A1 12V IGNITION (FUSED)
A697 .8 WHT A2 3/2 SHIFT CONTROL OUTPUT
A3 NOT USED
257 .8 WHT A4 EGR VENT SOLENOID
176 .35 WHT/BLK A5 “SERVICE THROTTLE” LAMP OUTPUT
A6 NOT USED
17 .8 WHT A7 CHMSL INPUT
1031 .8 RED/BLK A8 TIMING STEPPER A2
1030 .8 TAN/BLK A9 TIMING STEPPER A1
1032 .8 ORN/BLK A10 TIMING STEPPER B3
1033 .8 YEL/BLK A11 TIMING STEPPER B4
448 .5 WHT/BLK A12 DIAGNOSTIC ENABLE
B1 NOT USED
B2 NOT USED
B3 NOT USED
59 .8 DKGRN B4 A/C ON INPUT
B5 NOT USED
B6 NOT USED
996 .5 TAN B7 REFERENCE VOLTAGE TPS 2
507 .5 DK BLU B8 GLOW PLUG “WAIT’ LAMP OUTPUT
B9 NOT USED
994 .5 DKGRN B10 TPS 3 SIGNAL INPUT
1578 .8 YEL B11 FUEL TEMPERATURE INPUT
472 .8 TAN B12 INTAKE MANIFOLD AIR TEMPERATURE
A W/M30 AUTO TRANS ONLY
COMPONENT LOCATION 201-PG FIG CONN
Barometric Pressure Sensor . . Upper LH side of cowl
Battery, LH Diesel............... . LH front of engine compartment
Battery, R H .......................... . RH front of engine compartment
Clutch Pedal Position Switch . . At top of clutch pedal
Crank Sensor...................... . Inside electronic injection pump
Data Link Connector (DLC) .. . Below LH side of l/P ............................................ ....... 32, 43 .. 38, 55 . . 202-6
EGR Solenoid (Pulse Width) . . LH rear top of engine
EGR Vent Solenoid.............. . LH rear top of engine
Electronic Accelerator Pedal
Actuator........................... . Top of accelerator bracket
Electronic Injection Pump ... . Top front of engine
Engine Coolant Temperature
Sensor............................. . RH top front of engine ........................................ ........ 7,10 .. 10, 13
14 17
Fuel Heater.......................... . Top rear of engine............................................... .......17, 18 .. 20,21
19 22
Fuel Pump and Sender ....... . In fuel tank
Fuel Pump Oil Pressure
Switch ............................. . LH rear of engine, near exhaust manifold............. .......... 21 .. . . .. 24 . 1
Fuel Pump Relay................. . In underhood fuse and relay center................................8,13 .. 11, 16 . . 202-23
Fuse B lock.......................... . Lower LH side of l/P ............................................ .......... 43 . . . . .. 55
Glow Plug Controller............ . RH rear top of engine.......................................... .......... 1 6 .... .. 19 .. . 202-23
Instrument Cluster............... . LH upper end of l/P ............................................ ....... 32, 46 .. 39, 58 . . 202-9
Intake Manilold Air Temperature
Sensor............................. . At front of engine
MAP Sensor........................ . RH rear top of engine.......................................... ..........7, 10 .. 10, 13
14,21 17,24
Powertrain Control Module
(PCM) ............................. . Under RH end of l/P ........................................................30 . . .. .. 35
TCC/Stoplight Switch .......... . Top of brake pedal ............................................. ............37 .. .. .. 47 .. . 202-26
TP Sensor........................... . RH side of T B I.................................................... .......... 7, 10 .. 10, 13
14,21 17, 24
Transfer Case Switch.......... . LH top of transfer case........................................ ............25 .. .. 30

CONNECTORS:
C 100............................... . Engine harness, inline to l/P harness .................. .......... 5,31 .. . 8, 37 .. 202-0
C101 ............................... . At bulkhead connector........................................ ........ 3, 5, 9 .. 6,8, 12
12, 15 15, 18
C 10 6 ............................... . Rear lamp extension, inline to engine harness
C 160............................... . Center rear of engine........................................ ........ 11, 15 .. 14, 18 ..202-17
20 23
C 174 ............................... . Top front of engine
C200 ............................... . Under RH side of l/P, near blower motor ............ 30, 35 .. 35,43 .. 202-2

GROMMETS:
P101 ............................... . RH lower cowl (engine compartment)................. ............ 21 .... 24

GROUNDS:
G106................................. Rear of RH cylinder head ................................. .......... 9, 11 ... 12, 14
12, 15 15, 18
17, 19 20, 22
20 23
G 108................................. LH top front of engine........................................ .......... 7, 10 .. 10, 13
14,21 17, 24
COMPONENT LOCATION 201 -PG FIG CONN

SPLICES (CONTINUED):
S100 .......................... __ Positive battery cable, near battery................................ .. 1 ... . . . . 3
S108 .......................... — Upper RH side of engine.............................................. 17, 18 . . 20,21
19 21
S109 .......................... __ Upper LH side of engine ............................................... 16, 17 . . 19,20
18, 19 21,22
S113 .......................... __ LH rear of engine, behind engine harness...................... .. 18... . . . 2 1
S118 (Diesel).............. __ Top rear of engine, near fuel heater................................ .. 18 ... . . . 21
S136 .......................... __ l/P harness, 12.5 cm from C100 breakout...................... . 6, 9 .. .. 9, 12
10, 12 13, 15
14, 15 17, 18
20 23
S137 .......................... __ Near fuel pump relay .................................................... . . 1 8 . . . . . . 21
S145 .......................... __ At glow plug controller, RH rear top of engine................. .. 16 ... ... 19
S146 .......................... __ At glow plug controller, RH rear top of engine................. . . 1 6 . . . . . . 1 9
S153 .......................... __ Center of cowl
S161 .......................... __ Center of cowl
S190 (Pickup Only)__ __ Engine harness near cowl, LH rear engine compartment
S207 .......................... __ l/P harness, 4 cm from radio breakout ........................... .. 43 ... . . . 5 5
S213 .......................... __ l/P harness, 4 cm from headlight switch breakout............ .. 43 ... . . . 5 5
S222 .......................... __ Near PCM, under RH side of l/P .................................... 30, 35 . . 35,43
S223 .......................... __ Near PCM, under RH side of l/P .................................... 30, 35 . . 35,43
S231 .......................... __ l/P harness, 4cm from instrument cluster breakout.......... .. 30 ... . . . 3 5
S238 .......................... __ Engine harness, near PCM............................................ 30, 35 . . 35,43
S288 .................................Near PCM, under RH side of l/P
S290 .................................Under LH side of l/P ...................................................... 30, 35 .. 35, 43
53 65
BLANK
4208S4739
B A R O M E TR IC /l\ /K /F " ........... M ANIFOLD

ABSO LU TE

:
IN TA K E M A N IFO LD

V1 TEM P ER A TU R E

SEN SO R
AIR T E M P E R A T U R E

SEN SO R
PCM CONNECTOR IDENTIFICATION
C215 - BLUE- 32 W A Y
C216 - PINK - 32 W A Y
C217A - PIN K - 24 W A Y
 HOT IN S TA R T OR RUN

~ l U N D ERH O O D

EN G 1 | FU S E/R E LA Y

| ) MINI F U S E j CEN TER

2 0 AMP
I
L ______________ I

.5
PN K

1 PO W ER TR A IN

I C O N TR O L

| M O D U LE

| (P C M )

I >
lli^
I

PCM CONNECTOR IDENTIFICATION

C215 - BLUE - 32 W A Y
C218 - PINK - 32 W A Y
C 217 A - PINK - 24 W A Y
E L E C T R O N IC

in je c t io n pum p 4208S4744
 4WAL M O D U LE
(Y U K O N ,
SU BU R BA N O N LY) ■ HOT IN S T A R T OR RUN
S EC TIO N 8 A - 4 4

l/ P r “]
--------
FU SE | ^► PRN DL |
B LO C K | ;> FU SE 20 j

c 10 AMP

V E H IC L E
SPEED
SEN SO R
BU FFER
S EC TIO N 8 A - 3 3

PCM C ON N E C T OR IDENTIFICATION
C215 - B L U E - 32 WAY
C216 - PINK - 32 WAY
C 2 1 7 A - PINK- 2 4 W A Y _________________
RH B A T T E R Y
 C215

D12 C12

D15 C15
D16 C16
D10 C10

C13
D14 C14
CVJ CO
J

C4

80
SO
f™

90
10

60
T“
o O O O
D2 T“ CO

D7
CO in (D CO O)
5 o Q O Q Q Q Q 5

12110207
32-WAY F MICRO-PACK 100 SERIES
BLU
BP4508S3519

POWERTRAIN CONTROL MODULE — C215 (32-PIN BLUE)

CIRCUIT WIRE COLOR CAVITY DESCRIPTION
NO. SIZE
440 .8 ORN C1 12V + BATTERY
1493 .8 DK BLU C2 4WD INPUT
C3 NOT USED
C4 NOT USED
419 .8 BRN/WHT C5 “SERVICE ENGINE SOON” LAMP OUTPUT
C6 NOT USED
1222 .8 LTGRN C7 TRANS SHIFT SOLENOID A
1224 .8 PNK C8 TRANS RANGE MODE A
1225 .8 DK BLU C9 TRANS RANGE MODE B
1226 .8 RED C10 TRANS RANGE MODE C
1350 .8 DK BLU C11 3/2 SHIFT CONTROL
C12 NOT USED
1223 .8 YEL/BLK C13 TRANS SHIFT SOLENOID B
984 .8 LTGRN C14 FUEL SOLENOID
435 .8 GRA C15 EGR SOLENOID
981 .8 DK BLU/WHT C16 FUEL SHUTOFF
 C215

F ~ zn i o iE r \

y- CNJ CO in CO Oi & T“ S T d> " T " "DT -7S~

J o O O O O
CO
o o O O V o g V Q
T- <N CO io (D 00 O) o T“ Cvj CO IT) CO
u Q Q Q Q O Q Q Q o Q Q Q -Q . Q £L
r

12110207
3 2 - WAY F MICRO-PACK 100 SERIES
BLU
BP4508S3519

POWERTRAIN CONTROL MODULE — C215 (32-PIN BLUE)

CIRCUIT WIRE COLOR CAVITY DESCRIPTION
NO. SIZE
D1 NOT USED
997 .5 WHT/BLK D2 REFERENCE VOLTAGE TPS 1
397 .8 GRA D3 3 MODE ELECTRONIC CRUISE CONTROL
D4 NOT USED
420 .8 PPL D5 BRAKE SWITCH INPUT
D6 NOT USED
D7 NOT USED
834 .5 BRN D8 EBS CONTROL SIGNAL
D9 NOT USED
D10 NOT USED
83 .8 DKGRN D11 CRUISE CONTROL SWITCH — RETARD
D12 NOT USED
984 .8 LTGRN D13 FUEL SOLENOID
D14 NOT USED
84 .8 DK BLU D15 CRUISE CONTROL SWITCH — ENGAGE
D16 NOT USED
 ____ C216

~[ f-cIi-L

D C D Q iaitlC D D lQ lQ lD lO iniED C D D lD l

TTU XJ
D1 I------------ 1 D16

12110245
3 2 - WAY F MICRO-PACK 100 SERIES
PNK

BP4508S3371

POWERTRAIN CONTROL MODULE — C216 (32-PIN PINK)

CIRCUIT WIRE COLOR CAVITY DESCRIPTION
NO. SIZE
450 .8 BLK/WHT C1 SYSTEM GROUND
985 .8 RED C2 CLOSURE SIGNAL
993 .5 LTBLU C3 TPS 2 SIGNAL
992 .5 DK BLU C4 TPS 1 SIGNAL
433 .8 GRA/BLK C5 BAROMETRIC PRESSURE SENSOR INPUT
1228 .8 RED/BLK C6 TRANS FORCE MOTOR HIGH
432 .8 LTGRN C7 MANIFOLD ABSOLUTE PRESSURE SENSOR
INPUT
410 .8 YEL C8 COOLANT TEMPERATURE
1227 .8 BLK/YEL C9 TRANS TEMPERATURE INPUT
416 .8 GRA C10 +5 VOLT REFERENCE
1229 .8 LT BLU/WHT C11 TRANS FORCE MOTOR LOW
1230 .8 GRA/RED C12 TRANS SPEED SENSOR INPUT
505 .8 YEL C13 GLOW PLUG RELAY
1061 .8 ORN/BLK C14 SERIAL DATA
437 .8 BRN C15 VEHICLE SPEED SENSOR INPUT
C16 NOT USED
 C216

C1 ■cTFl
=1
a
CD CD CD CD CD CD CD CD □ □ ) CD CD CD CD CD CD

i n ( □ t o \n t o i d ( □ ( □ <□ i n t o ( o i d ( □ (D (□
TX J U
D1 u ^ -1
D16

12110245
32-WAY F MICRO-PACK 100 SERIES
PNK

BP4508S3371

POWERTRAIN CONTROL MODULE — C216 (32-PIN PINK)

WIRE COLOR CAVITY DESCRIPTION
NO. SIZE
557 .8 TAN/WHT D1 ENGINE GROUND
950 .8 LTGRN D2 CLOSURE GROUND
999 .5 PPL D3 TPS 2 GROUND
998 .5 BRN D4 TPS 1 GROUND
961 .5 GRA D5 TPS 3 GROUND
452 .8 BLK D6 TRANS TEMPERATURE/PRESSURE
REFERENCE LOW
D7 NOT USED
1586 .8 BRN/WHT D8 2000 PULSE VEHICLE SPEED INPUT
983 .8 PPL D9 TPS 2 SIGNAL
474 .8 GRA D10 +5 VOLT REFERENCE
995 .5 YEL/BLK D11 REFERENCE VOLTAGE TPS 3
1231 .8 DK BLU/WHT D12 TRANS SPEED SENSOR INPUT
643 .8 DK BLU/WHT D13 CRANK SENSOR
987 .8 WHT D14 CAM POSITION SENSOR GROUND
982 .8 PNK D15 CAM POSITION SENSOR
D16 NOT USED
 C217 A
A1 A12
n II

+ + + + + + + + + L+J + +

l+l l+l l+l l+l + II1+ l+l

cd cd m m m cd m cd ra cd m □

II1— — J| Uf l
B1 B12
12110244
2 4 - WAY F MICRO-PACK 100 SERIES
PNK
BP4508S3387

POWERTRAIN CONTROL MODULE — C217A (32-PIN PINK)

CIRCUIT WIRE COLOR CAVITY DESCRIPTION
NO. SIZE
439 .8 PNK/BLK A1 12V IGNITION (FUSED)
A2 NOT USED
A3 NOT USED
971 .8 WHT A4 EGR VENT SOLENOID
960 .5 YEL A5 “SERVICE THROTTLE” LAMP OUTPUT
A6 NOT USED
820 .8 YEL A7 CHMSL INPUT
565 .8 RED/BLK A8 TIMING STEPPER A2
564 .8 TAN/BLK A9 TIMING STEPPER A1
566 .8 ORN/BLK A10 TIMING STEPPER B3
567 .8 YEL/BLK A11 TIMING STEPPER B4
451 .8 WHT/BLK A12 DIAGNOSTIC ENABLE
B1 NOT USED
B2 NOT USED
B3 NOT USED
59 DK GRN B4 A/C ON INPUT
B5 NOT USED
B6 NOT USED
996 .5 TAN B7 REFERENCE VOLTAGE TPS 2
507 .5 DK BLU B8 GLOW PLUG “WAIT” LAMP OUTPUT
B9 NOT USED
994 .5 DK GRN B10 TPS 3 SIGNAL INPUT
1578 .8 YEL B11 FUEL TEMPERATURE INPUT
472 .8 TAN B12 INTAKE MANIFOLD AIR TEMPERATURE
COMPONENT LOCATION 201-PG FIG
Barometric Pressure Sensor . . Upper LH side of cowl
Battery, LH Diesel............... . LH front of engine compartment
Battery, R H .......................... . RH front of engine compartment
Clutch Pedal Position Switch . . At top of clutch pedal
Crank Sensor...................... . Inside electronic injection pump
Data Link Connector (DLC) .. . Below LH side of l/P ............................................ ....... 32, 43 .. 38, 55.
EGR Solenoid (Pulse Width) . . LH rear top of engine
EGR Vent Solenoid............. . LH rear top of engine
Electronic Accelerator Pedal
Actuator........................... . Top of accelerator bracket
Electronic Injection Pump ... . Top front of engine
Engine Coolant Temperature
Sensor............................. . RH top front of engine ........................................ ........ 7, 10 .. 10, 13
14 17
Fuel Heater.......................... . Top rear of engine............................................... .......17, 18 .. 20,21
19 22
Fuel Pump and Sender ....... . In fuel tank
Fuel Pump Oil Pressure
Switch ............................. . LH rear of engine, near exhaust manifold............. ........... 21 .. . . .. 24 .. 1
Fuel Pump Relay................. . In underhood fuse and relay center................................8, 13 .. 11, 16 . 202-23
Fuse Block.......................... . Lower LH side of l/P ....................................................... 43 . . . . .. 55
Glow Plug Controller............ . RH rear top of engine.......................................... ............16. . . . .. 19 .. 202-23
Instrument Cluster............... . LH upper end of l/P .................................................... 32, 46 .. 39, 58 . 202-9
Intake Manifold Air Temperature
Sensor............................. . At front of engine
MAP Sensor........................ . RH rear top of engine.......................................... ..........7, 10 .. 10, 13
14, 21 17, 24
Powertrain Control Module
(PCM) ............................. . Linder RH end of l/P ........................................................30 .. .. .. 35
TCC/Stoplight Switch .......... . Top of brake pedal ............................................. ............37 .. .. .. 47 202-26
TP Sensor........................... . RH side of T B I.................................................... ..........7, 10 .. 10, 13
14, 21 17, 24
Transfer Case Switch.......... . LH top of transfer case........................................ ............25 .. .. 30

CONNECTORS:
C 100.............................. . Engine harness, inline to l/P harness ............................. 5,31 .. . 8, 37 202-0
C101 ............................... . At bulkhead connector....................................... ........ 3, 5, 9 .. 6, 8, 12
12, 15 15, 18
C 106............................... . Rear lamp extension, inline to engine harness
C 160............................... . Center rear of engine........................................ ........ 11, 15 .., 14, 18 202-17
20 23
C161 ............................... . Top front of engine ............................................ ............18. . . . ... 21 . 202-17
C 174............................... . Top front of engine
C200 ............................... . Under RH side of l/P, near blower motor ............ ... . 30, 35 ... 35,43

GROMMETS:
P101 ............................... . RH lower cowl (engine compartment) ................. ............21 ... 24

GROUNDS:
G 106................................. Rear of RH cylinder head ................................. .......... 9, 11 .. . 12, 14
12, 15 15, 18
17, 19 20, 22
20 23
G 108................................. LH top front of engine........................................ .......... 7, 10 . . 10, 13
14, 21 17,24
COMPONENT LOCATION 201-PG FIG CONN

SPLICES: (Continued)
S 1 0 0 .................................Positive battery cable, near battery.................................... 1 .......... 3
5108 Upper RH side of engine............................................... 17,18 .. 20,21
19 21
5109 Upper LH side of engine ............................................... 16,17.. 19,20
18,19 21,22
S113 .................................LH rear of engine, behind engine harness......................... 18.......... 21
S118 (Diesel).....................Top rear of engine, near fuel heater.................... ............ 18.......... 21
5136 l/P harness, 12.5 cm from C100 breakout ........................ 6, 9 __ 9,12
10,12 13,15
14,15 17,18
20 23
5137 Near fuel pump relay ........................................................18.......... 21
5145 ................... At glow plug controller, RH rear top of engine.................... 16.......... 19
5146 At glow plug controller, RH rear top of engine.................... 16.......... 19
S153 .................................Center of cowl
S161 Center of cowl
S190 (Pickup Only)............Engine harness near cowl, LH rear engine compartment
S207 l/P harness, 4 cm from radio breakout .............................. 4 3 ..........55
S213 .................................l/P harness, 4 cm from headlight switch breakout............... 4 3 ..........55
5222 Near PCM, under RH side of l/P ................................... 30, 35 .. 35, 43
5223 Near PCM, under RH side of l/P .................................... 30, 35 .. 35, 43
S231 .................................l/P harness, 4cm from instrument cluster breakout............. 3 0 ..........35
S238 .................................Engine harness, near PCM............................................ 30, 35 .. 35, 43
S240 .................................Behind LH side of l/ P .................................................... 32, 44 .. 39, 56
46 58
S243 .................................Cross body harness, 13 cm from LH door harness
connector breakout
S288 .................................Near PCM, under RH side of l/P
S290 .................................Under LH side of l/P ...................................................... 30, 35 .. 35, 43
53 65
BLANK
 U N D ER H O O D

HOT AT A L L TIM ES FU S E/R E LA Y

C EN TER
T U N D ER H O O D

| F U S E / R ELA Y
I T ECM B
C EN TER
| J MINI F U S E FUSE 4 | |

2 0 AM P

t 1 0 AM P | | 2 0 AM P

S E E PA G E 8 A - 2 - 1
F O R M EASU R IN G
AND H ANDLING
SEE FU SE PRO C ED U RES
8 LO C K D E T A IL S
________ I L _ i
SEC TIO N 8 A - 1 1 39

▲ PN K 439

440 I

i
T IN STR U M EN T

P101 I I C LU STER
JC r
T
1 ORN I 440
I
I
.S E R V I C E
) T H R O T T LE
'L A M P
"S E R V IC E
EN G INE
SOON"
WAIT
I LAM P
| P R IN T E D
, C IR C U IT
.5 D K
B LU

x LAM P

.5 D K B L U
.5 Y E L | 960
5WJ'
Y

9
“ ““/I'

B A TTERY
/T

I
1 a ™ csA

• I
" S E R V IC E ENGINE
SO O N " INDICATOR
CO N TRO L

S O LID STATE
S O L ID - S T A T E SWITCH
V O LTA G E (C L O S E D WITH
R E G U LA T O R IGNITION ON)

-► LO
1
t
5 V O LTS O XYGEN
REF SEN SO R

I_____ \/ N/ IN P U T

PO W ER TR A IN A1 2 V—/ C 2 V 7 A C 1 4 W C216

C O N TR O L

(P C M )
its
BLK/
WHT

TAN /
I .5 W H T / I
BLK I
448
.8 ORN I

A ------ ~ £ c200
I
461
A N TILO C K
BRAKE
' S Y ST EM
S EC TIO N 8 A - 4 4

WHT
696
.5 W H T /
WHT

B LK/
WHT
TAN /
WHT
t
BLK/ I
WHT |
4 51
.5 W H T /
BLK
.8 REC

H2 • c i cc
-'l FUEL
pum p

i • S240 r - m R ELAY

S EC TIO N

PCM CONNECTOR IDENTIFICATION

1 B LK/
WHT

S E E GROUND ND
DISTRIBU TIOONN
u
S EC TIO N 8 A - 1 4
Ar V
I
.8 R E D I

. __pA
490

C215- BLUE - 32 W A Y
C216- PINK - 32 W A Y
C217A- PINK - 24 W A Y G108

. EN G IN E

GROUND
 HOT IN S T A R T O R RUN

--------------- - | l / P
| FU SE
A
STO P /H A Z | B LO C K
A s tS
FU SE 1 | S E E PA G E 8 A - 2 - 1
F O R M EA SU R IN G
2 0 AM P i
AND H ANDLING
PRO C ED U RES

SEE FU SE
B L O C K D E T A IL S
SEC TIO N 8 A - 1 1

TC C /B R A K E

SWITCH

.8 P P L

420

~ l V E H IC L E I-----------------1 A / C LOW I----------------- 1 A / C

| SPEED | | PRESSU RE | | C O M P R ES S O R

| SEN SO R | | CLUTCH
j BU FFER . SEC TIO N
I 8 A -6 4 I I
V " C 1 3V | /
JA I______ I I______ I
s y
A hA .8 DK G RJ.Y
N I 5*9 DK GRN I 59
I 834 .8 I -
P101.
A . m“X .8 DK G R
RNN I1 59 D K GRN I 59

T T
: I
I
834 .8 I
5RN I
‘
S288A

DK G R N I I I 59
5
i K _c_i5A C217A

C LU TC H P E D A L
PO SITIO N SWITCH
IN PU T

CRANK I C LO SU R E
ANTI LO C K V E H IC L E
SEN SO R 4 GROUN D
SPEED SPEED
IN P U T
IN P U T IN PU T

BARO MAP
SEN SO R 5 V O LT S SEN SO R SEN SO R 5 V O LT S
IN P U T R EF G ROU N D IN PU T REF
A A
X EN G IN E CO OLANT
TEM P ER A TU R E
IN TAKE
M AN IFO LD AIR
SEN SO R TEM PERA TU RE
IN PU T SEN SO R

05^ B12 W C 2 1 7 A

.8 G R Y / B L K
HOT IN S TA R T OR RUN
A
U N D ERH O O D

T ENG 1 I ___________
F U S E/R E LA Y S E E PAGE 8 A - 2 - 1
F O R M EASU R IN G
I r MINI F U S E | C EN TER AND HANDLING
| S 2 0 AM P | PR O C ED U R ES
SEN SO R
GROUN D FO RCE FO RCE
T- C O N TR O L

M O TO R
HI
M O TO R
LO W
S H IF T * 3 -2 TC C
7 m
n |
(P C M )

S O L E N O ID T CO N TRO L S O LE N O ID T K ° RM AN C E 1
A 4 O U TPU T C O N TR O L _ i _ ' N P U T
O U TPU T
RH B A TTER Y
E LE C T R O N IC A C C E LE R A T O R ^

P E D A L CO NTRO L
 I HOT IN START OR RUN

I
T UNDERHOOD S E E PAGE 8 A - 2 -
I • --------------
I ^ T T dT T av FOR
h 0 K MEASURING
m l a s u r in
' T 1 u r L / S0L- ' FU S E / RELAY AND HANDLING
I > MINI FU SE | CENTER PRO CEDU RES

20 AMP
I

CONTROL
<e 339

MODULE (PCM )

PNK 339
5 VOLTS
REFERENCE

's^An B1 1\ S
C217A C217A

.8 .8 .8 LT
TAN/ 564 O RN / GRN RED
8LK B LK

.8 .8 LT 984
DK B L U / 981 R ED / 565 YEL/ GRN GRY
WHT B LK B LK

. ,4 ^

.8 .8 .8 LT
TAN/ 564 O RN / 566 987 GRN
B LK B LK

.8 .8 .8 LT
DK B L U / 981 RED / 565 YEL/ GRN
WHT B LK B LK

^ N
_ -7~\ _/i_/"V---
^ N (- ./ " N

.8 .8 .8 .8 LT
TAN/ 564 O RN / PNK GRN RED PNK
B LK B LK

.8 .8 .8 LT 984
DK B L U / 981 R ED / 5 65 YEL/ YEL 15/8 GRN CRY
WHT B LK B LK

r\ -- r \ - _ ■r\ _ - j^v _ _ /* V _ /^ S . _ _ _ /*v _ _ r\ _ _ A _________________ r * \ _________ / S

/K /K /K /|\ /|\ /f\ /K A\ A\ /K

12V IGNITION
INPUT

ELECTRO N IC A
INJECTION PUMP ■ '
PCM CONNECTOR IDENTIFICATION
C215 - BLUE - 32 WAY
C216 - PINK - 32 WAY
C217A - PINK - 24 WAY
 C215

CO in 00 c6

D12 C12
D10 C10

D15 C15
CM rt CD N- o>
o o o CJ O O o O O O 5
5 5
CM CO m CD f- 00 OJ CO CO
5 Q Q a Q Q Q Q Q 5 Q _5_ £L

12110207
32-WAY F MICRO-PACK 100 SERIES
BLU

BP4508S3519

POWERTRAIN CONTROL MODULE — C215 (32-PIN BLUE)

CIRCUIT WIRE COLOR CAVITY DESCRIPTION
NO. SIZE
440 .8 ORN C1 12V + BATTERY
*1493 .8 DK BLU C2 4WD INPUT
C3 NOT USED
C4 NOT USED
419 .8 BRN/WHT C5 “SERVICE ENGINE SOON” LAMP OUTPUT
C6 NOT USED
*1222 .8 LTGRN C7 TRANS SHIFT SOLENOID A
*1224 .8 PNK C8 TRANS RANGE MODE A
*1225 .8 DK BLU C9 TRANS RANGE MODE B
*1226 .8 RED C10 TRANS RANGE MODE C
1350 .8 DK BLU C11 3/2 SHIFT CONTROL
C12 NOT USED
*1223 .8 YEL/BLK C13 TRANS SHIFT SOLENOID B
984 .8 LTGRN C14 FUEL SOLENOID
435 .8 GRA C15 EGR SOLENOID
981 .8 DK BLU/WHT C16 FUEL SHUTOFF
 C215

CM CO in CO h- 00 05 " 5 " T- <M CO iA “ ST

o O o O O O o O o g o <1 g g g
CM CO ■'tf- in CD h- CO (T) o ■r- CM CO LO CO
LI Q o a a O Q Q Q Q Q Q Q ..fl Q ...A,.

^ ______________________________________________________
12110207
3 2 - WAY F MICRO-PACK 100 SERIES
BLU

BP4508S3519

POWERTRAIN CONTROL MODULE — C215 (32-PIN BLUE)

CIRCUIT WIRE COLOR CAVITY DESCRIPTION
NO. SIZE
D1 NOT USED
997 .5 WHT/BLK D2 REFERENCE VOLTAGE TPS 1
397 .8 GRA D3 3 MODE ELECTRONIC CRUISE CONTROL
D4 NOT USED
420 .8 PPL D5 BRAKE SWITCH INPUT
D6 NOT USED
D7 NOT USED
834 .5 BRN D8 EBS CONTROL SIGNAL
D9 NOT USED
D10 NOT USED
83 .8 DKGRN D11 CRUISE CONTROL SWITCH — RETARD
D12 NOT USED
984 .8 LTGRN D13 FUEL SOLENOID
D14 NOT USED
84 .8 DK BLU D15 CRUISE CONTROL SWITCH — ENGAGE
D16 NOT USED
 C216
/ ___ } d
C1
I 1
rx
□immcDcncncncDcnEncncncnDiDQai
0010000010010000
0 1 0 0 0 M 0 0 0 0 0 0 0 0 0
(DtDlDCIlDlDCItHDlDlDtOClCKOtl
T U o
D1 D16

12110245
32-WAY F MICRO-PACK 100 SERIES
PNK

BP4508S3371

POWERTRAIN CONTROL MODULE — C216 (32-PIN PINK)

CIRCUIT WIRE COLOR CAVITY DESCRIPTION
NO. SIZE
450 .8 BLK/WHT C1 SYSTEM GROUND
985 .8 RED C2 CLOSURE SIGNAL
993 .5 LT BLU C3 TPS 2 SIGNAL
992 .5 DK BLU C4 TPS 1 SIGNAL
433 .8 GRA/BLK C5 BAROMETRIC PRESSURE SENSOR INPUT
*1228 .8 RED/BLK C6 TRANS FORCE MOTOR HIGH
432 .8 LTGRN C7 MANIFOLD ABSOLUTE PRESSURE SENSOR
INPUT
410 .8 YEL C8 COOLANT TEMPERATURE
*1227 .8 BLK/YEL C9 TRANS TEMPERATURE INPUT
416 .8 GRA C10 +5 VOLT REFERENCE
*1229 .8 LT BLU/WHT C11 TRANS FORCE MOTOR LOW
1230 .8 GRA/RED C12 TRANS SPEED SENSOR INPUT
505 .8 YEL C13 GLOW PLUG RELAY
1061 .8 ORN/BLK C14 SERIAL DATA
437 .8 BRN C15 VEHICLE SPEED SENSOR INPUT
C16 NOT USED
 C216

C1 cTTL.
I 1
CDCDcncnnicDELDicDmDimcncDcncn
0000000000000000
000110111011100000111011
(□ (□ (□ □ (□ (D IllD tK D IID D tH n i]
TTJ tJ
D1 D16

12110245
3 2 - WAY F MICRO- PACK 100 SERIES
PNK

BP4508S3371

POWERTRAIN CONTROL MODULE — C216 (32-PIN PINK)

CIRCUIT WIRE COLOR CAVITY DESCRIPTION
NO. SIZE
551 .8 TAN/WHT D1 ENGINE GROUND
950 .8 LT GRN D2 CLOSURE GROUND
999 .5 PPL D3 TPS 2 GROUND
998 .5 BRN D4 TPS 1 GROUND
961 .5 GRA D5 TPS 3 GROUND
452 .8 BLK D6 TRANS TEMPERATURE/PRESSURE
REFERENCE LOW
D7 NOT USED
1586 .8 BRN/WHT D8 2000 PULSE VEHICLE SPEED INPUT
983 .8 PPL D9 TPS 2 SIGNAL
474 .8 GRA D10 +5 VOLT REFERENCE
995 .5 YEL/BLK D11 REFERENCE VOLTAGE TPS 3
1231 .8 DK BLU/WHT D12 TRANS SPEED SENSOR INPUT
643 .8 DK BLU/WHT D13 CRANK SENSOR
987 .8 WHT D14 CAM POSITION SENSOR GROUND
982 .8 PNK D15 CAM POSITION SENSOR
D16 NOT USED
 C217 A
A1 A12
n
in m m m m m m m m m m m
+ + + + + + + + m

ijih (\t\ ^ — ^ i\ Lr l
B1 B12
12110244
24 - WAY F MICRO - PACK 100 SERIES
PNK

BP4508S3387

POWERTRAIN CONTROL MODULE — C217A (32-PIN PINK)

CIRCUIT WIRE COLOR CAVITY DESCRIPTION
NO. SIZE
439 .8 PNK/BLK A1 12V IGNITION (FUSED)
A2 NOT USED
A3 NOT USED
971 .8 WHT A4 EGR VENT SOLENOID
960 .5 YEL A5 “SERVICE THROTTLE” LAMP OUTPUT
A6 NOT USED
820 .8 YEL A7 CHMSL INPUT
565 .8 RED/BLK A8 TIMING STEPPER A2
564 .8 TAN/BLK A9 TIMING STEPPER A1
566 .8 ORN/BLK A10 TIMING STEPPER B3
567 .8 YEL/BLK A11 TIMING STEPPER B4
451 .8 WHT/BLK A12 DIAGNOSTIC ENABLE
B1 NOT USED
B2 NOT USED
B3 NOT USED
59 DKGRN B4 A/C ON INPUT
B5 NOT USED
B6 NOT USED
996 .5 TAN B7 REFERENCE VOLTAGE TPS 2
507 .5 DK BLU B8 GLOW PLUG “WAIT’ LAMP OUTPUT
B9 NOT USED
994 .5 DKGRN B10 TPS 3 SIGNAL INPUT
1578 .8 YEL B11 FUEL TEMPERATURE INPUT
472 .8 TAN B12 INTAKE MANiFOLD AIR TEMPERATURE
COMPONENT LOCATION 201-PG FIG
Barometric Pressure Sensor . . Upper LH side of cowl
Battery, LH Diesel............... . LH front of engine compartment
Battery, R H ......................... . RH front of engine compartment
Clutch Pedal Position Switch . . At top of clutch pedal
Data Link Connector (DLC) .. . Below LH side of l/P ............................................ ....... 32, 43 .. 38, 55. 202-6
EGR Solenoid (Pulse Width) . . LH rear top of engine
Electronic Accelerator Pedal
Actuator........................... . Top of accelerator bracket
Electronic Injection Pump ... . Top front of engine
Engine Coolant Temperature
Sensor ............................. . RH top front of engine ........................................ .........7, 10 .. 10, 13
14 17
Fuel Heater.......................... . Top rear of engine............................................... .......17, 18 .. 20,21
19 22
Fuel Pump and Sender ....... . In fuel tank
Fuel Pump Oil Pressure
Switch ............................. . LH rear of engine, near exhaust manifold............. .......... 21 .. . . .. 24 1
Fuel Pump Relay................. . In underhood fuse and relay center...................... .........8, 13 .. 11, 16 . 202-23
Fuse B lock......................... . Lower LH side of l/P ............................................ .......... 43 . . . . .. 55
Glow Plug Controller............ . RH rear top of engine.......................................... .......... 1 6 .... .. 19 .. 202-23
Instrument Cluster............... . LH upper end of l/P ............................................ ....... 32, 46 .. 39, 58 . 202-9
Intake Manifold Air Temperature
Sensor............................. . At front of engine
MAP Sensor........................ . RH rear top of engine.................................................... 7, 10 .. 10, 13
14,21 17, 24
Powertrain Control Module
(PCM) ............................. . Under RH end of l/P ........................................................30 . . .. .. 35
TCC/Stoplight Switch .......... . Top of brake pedal ............................................. ............37 . . . . .. 47 202-26
TP Sensor........................... . RH side of T B I.................................................... .......... 7, 10 .. 10, 13
14,21 17, 24

CONNECTORS:
C 10 0 ............................... . Engine harness, inline to l/P harness ................. .......... 5,31 .. . 8, 37 . 202-0
C101 ............................... . At bulkhead connector....................................... ........ 3, 5, 9 .. . 6, 8, 12
12, 15 15, 18
C106 ............................... . Rear lamp extension, inline to engine harness
C 16 0 ............................... . Center rear of engine........................................ ......... 11, 15 .., 14, 18 202-17
20 23
C161 ............................... . Top front of engine ............................................ ............1 8 ..., ...2 1 . 202-17
C174 ............................... . Top front of engine
C200 ............................... . Under RH side of l/P, near blower motor ............ 30, 35 .,. 35,43 202-2

GROMMETS:
P101 ...............................,. RH lower cowl (engine compartment)................. ............ 21 ... 24

GROUNDS:
G 106.............................. ,. Rear of RH cylinder head ................................. .......... 9,11 .... 12, 14
12, 15 15, 18
17, 19 20, 22
20 23
G 108.............................. .. LH top front of engine........................................ .......... 7, 10 . . 10, 13
14, 21 17,24
COMPONENT LOCATION 201-PG FIG CONN

SPLICES:
5108 Upper RH side of engine............................................... 17, 18 .. 20, 21
19 21
5109 Upper LH side of engine ............................................... 16,17.. 19,20
18,19 21,22
S113 .................................LH rear of engine, behind engine harness......................... 18 .......... 21
S118 .................................Engine harness, 5 cm from A/C pressure switch breakout 6, 9 ___ 9, 12
11.12 14,15
15 18
S118 (Diesel).....................Top rear of engine, near fuel heater................................... 18.......... 21
5136 I/P harness, 12.5 cm from C100 breakout ........................ 6, 9 __ 9,12
10.12 13,15
14,15 17,18
20 23
5137 Near fuel pump relay ........................................................18.......... 21
5145 At glow plug controller, RH rear top of engine.................... 16.......... 19
5146 At glow plug controller, RH rear top of engine....................16.......... 19
S153 ................................ Center of cowl
S161 .................................Center of cowl
S190 (Pickup Only)............ Engine harness near cowl, LH rear engine compartment
S207 .................................I/P harness, 4 cm from radio breakout .............................. 4 3 ..........55
S213 .................................I/P harness, 4 cm from headlight switch breakout............... 4 3 ..........55
5222 Near PCM, under RH side of l/P ................................... 30, 35 .. 35, 43
5223 Near PCM, under RH side of l/P ................................... 30, 35 .. 35, 43
S231 ................................ l/P harness, 4cm from instrument cluster breakout............. 3 0 ..........35
S238 ................................ Engine harness, near PCM............................................ 30, 35 .. 35, 43
S240 ................................ Behind LH side of l/ P .................................................... 32, 44 .. 39, 56
46 58
S288 .................................Near PCM, under RH side of l/P
S290 ................................ Under LH side of l/P ...................................................... 30, 35 .. 35, 43
53 65
 S E E PO W ER
D IS TR IB U TIO N

(N O R M A L L Y O P E N ,
C L O S E S WHEN
C LU T C H P E D A L
IS D E P R E S S E D )
8LK

G100

EN G IN E

GROUN D
COMPONENT LOCATION 201 -PG FIG CONN
Battery, LH Diesel................. LH front of engine compartment
Battery, R H ........................... RH front of engine compartment
Clutch Start Switch ............... At top of clutch pedal ....................................................... 4 1 ..........53
Generator............................. LH top of engine.............................................................. 2 1 ..........24
Ignition Switch ...................... Under l/P, on steering column........................................ 52, 53 .. 64, 65 .. 202-24
Instrument Cluster................. LH upper end of l/P ...................................................... 32, 46 .. 39, 58 .. 202-9
Starter Motor ........................ RH lower rear side of engine

CONNECTORS:
C100 ................................ Engine harness, inline to l/P harness .............................. 5, 31 ... 8, 37 .. 202-0
GROUNDS:
G 100................................ RH front of engine........................................................... 1 , 2 __ 3,4
G101 .................................RH inner fender, near battery.......................................... 2, 4 ___ 4, 7
G 102.................................LH front top of engine (diesel) .......................................... 2 .......... 4

SPLICES:
S100 ................................. Positive battery cable, near battery................................... 1 .......... 3
S151 ................................. Center of cowl
S155 ................................. Center of cowl
S202 ................................. Under LH side of l/P ......................................................... 5 3 .......... 65
S213 ................................. l/P harness, 4 cm from headlight switch breakout............... 4 3 .......... 55
S276 ................................. Under LH side of l/P ......................................................... 4 3 ..........55
 DIAGNOSIS — START AND CHARGE

TROUBLESHOOTING HINTS:

1. Check condition of GAUGES and CRNK Fuse(s). If 2. Check condition of ACC-BATT circuit breaker. If
fuse(s) is blown, locate and repair source of circuit breaker is tripped, locate and repair source of
overload. Replace fuse(s). overload. If circuit breaker will not reset, replace
circuit breaker.

ENGINE DOES NOT CRANK AND STARTER SOLENOID DOES NOT CLICK
TE S T RESULT ACTION

1. Place transmission in PARK (auto) Battery voltage. GO to step 2.

or depress clutch pedal for man
trans. Connect voltmeter from PPL
(6) wire at starter solenoid to
ground. Place ignition switch in
START position.
2. Connect voltmeter from PPL (6)
wire to starter mounting bolts.
3. Disconnect clutch switch connector.
Connect voltmeter from YEL (5)
wire at clutch pedal position switch
connector to ground. Ignition switch
must be in START position.
4. Depress clutch and put
transmission in Neutral. Apply
parking brake. Connect fused
jumper from YEL (5) to PPL (6) at
clutch pedal position switch
connector. Place ignition switch in
START position.
5. With ignition switch OFF, connect
voltmeter from RED (2) terminal at
ignition switch connector to ground.
Repeat step except connect from
RED (2) terminal at ignition switch
connector to ground.
No voltage. GO to step 3 for man trans.
GO to step 5 for auto trans.
Battery voltage. REPLACE starter solenoid.
Less than battery voltage. CLEAN starter motor mounting
bolts, starter motor and mounting
surface.
Battery voltage. GO to step 4.
No voltage. GO to step 5.
Engine cranks. REPLACE clutch pedal position
switch.
Engine does not crank. LOCATE and REPAIR open in PPL
(6) wire from clutch pedal position
switch to starter solenoid.
Battery voltage. REPLACE ignition switch.
No voltage. LOCATE and REPAIR open in RED
(2) wires and fusible link at junction
block.
 STARTER SOLENOID CLICKS, ENGINE DOES NOT CRANK OR CRANKS SLOWLY
TEST
1. Connect voltmeter to positive and
negative battery terminals. Place
ignition switch in START.
2. Connect voltmeter from negative
battery terminal to engine block.
3. Connect voltmeter from positive
battery terminal to starter solenoid
terminal at RED (19) wire.
VOLTS INDICATOR DOES NOT LIGHT WITH IGNITION SWITCH IN RUN AND ENGINE STOPPED
TEST
1. Disconnect generator connector.
Place ignition switch in RUN
position. Connect fused jumper
from BRN (25) wire at generator
connector to ground.
VOLTS INDICATOR STAYS ON WHEN ENGINE IS RUNNING
TEST
1. Disconnect generator connector.
BATTERY IS UNDERCHARGED OR OVERCHARGED
TEST
1. Disconnect generator connector
C109. Place ignition switch in RUN
position. Connect voltmeter from
BRN (25) wire at generator
connector to ground.
2. Connect voltmeter from RED (3)
wire at generator to ground.
RESULT ACTION
Voltage reading greater than 9.5 GO to step 2.
volts after 15 seconds cranking.
Voltage less than 9.5 volts after 15 PERFORM a Battery Load Test.
seconds cranking. Refer to Section 6D in the 1995 C/K
Service Manual.
Less than .5 volts. GO to step 3.
More than .5 volts. REPLACE negative battery cable.
Less than .5 volts. REPAIR starter motor.
More than .5 volts. REPLACE positive battery cable.
RESULT ACTION
VOLTS indicator lights. REPAIR generator.
VOLTS indicator does not light. CHECK condition of VOLTS
indicator bulb. If good, LOCATE and
REPAIR open in BRN (25) wire from
generator connector to l/P cluster.
RESULT ACTION
VOLTS indicator does not light. REPAIR generator.
VOLTS indicator remains lit. LOCATE and REPAIR short to
ground in BRN (25) wire from
generator connector to l/P cluster.
RESULT ACTION
Battery voltage. GO to step 2.
No voltage. CHECK condition of VOLTS
indicator bulb. If good, LOCATE and
REPAIR open in BRN (25) wire from
generator connector to l/P cluster.
Battery voltage. GO to step 3.
No voltage. LOCATE and REPAIR open in RED
(3) wire and fusible link from
generator connector to junction
block.
 BATTERY IS UNDERCHARGED OR OVERCHARGED (CONTINUED)
TEST RESULT
3. Reconnect generator connector. Reading 13-16 volts.
Have all accessories turned off and
engine running at fast idle. Connect
voltmeter from battery terminal on
generator to ground. Reading of less than or greater than
13-16 volts.
CIRCUIT OPERATION
STARTER
When the Ignition Switch is moved to the START
position, battery voltage is supplied to the Starter Solenoid
through the PPL (6) wire. On manual transmission
vehicles, the clutch pedal must be depressed. Both
solenoid windings are energized. The circuit through the
Pull-In Winding is completed to ground through the Starter
Motor. The windings work together magnetically to pull in
and hold in the Plunger. The Plunger moves the Shift Lever.
This action causes the Starter Drive Assembly to rotate as
it engages the Flywheel ring gear on the engine. At the
same time, the Plunger also closes the solenoid switch
contacts in the Starter Solenoid. Full battery voltage is
supplied directly to the Starter Motor and it cranks the
engine.
As soon as the Solenoid Switch contacts close, voltage
is no longer supplied through the Pull-In Windings, since
battery voltage is supplied to both ends of the windings.
The Hold-ln Winding remains energized, and its magnetic
field is strong enough to hold the Plunger, Shift Lever and
Drive Assembly Solenoid Switch contacts in place to
continue cranking the engine.
When the Ignition Switch is released from the START
position, battery voltage is removed from the PPL (6) wire
and the junction of the two windings. Voltage is supplied
from the Motor contacts through both windings to ground at
the end of the Hold-ln Windings. However, the voltage
supplied to the Pull-In Winding is now opposing the voltage
supplied when the winding was first energized. The
magnetic fields of the Pull-In and Hold-ln Windings now
oppose one another. This action of the windings, with the
help of the Return Spring, causes the Starter Drive
Assembly to disengage and Solenoid Switch contacts to
open simultaneously. As soon as the contacts open, the
starter circuit is turned off.
ACTION
PERFORM Generator Bench Test.
Refer to Section 6D in the 1995 C/K
Service Manual.
REPAIR generator.
CHARGING
The Generator provides voltage to operate the
vehicle’s electrical system and to charge its Battery. A
magnetic field is created when current flows through the
Rotor. This field rotates as the Rotor is driven by the
engine, creating an AC voltage in the Stator windings. The
AC voltage is converted to DC by the rectifier bridge and is
supplied to the electrical system at the Battery terminal.
This Generator’s regulator uses digital techniques to
supply the Rotor current and thereby controlling the output
voltage. The Rotor current is proportional to the width of
the electrical pulses supplied to it by the Regulator. When
the Ignition Switch is placed in RUN, narrow width pulses
are supplied to the Rotor, creating a weak magnetic field.
When the engine is started, the Regulator senses
Generator rotation by detecting AC voltage at the Stator
through an internal wire. Once the engine is running, the
Regulator varies the field current by controlling the pulse
width. This regulates the Generator output voltage for
proper battery charging and electrical system operation.
The digital regulator controls the VOLTS Indicator
lamp with a solid-state lamp driver. The lamp driver turns
on the lamp whenever undervoltage, overvoltage or a
stopped Generator is detected.
HOT IN S TA R T O R RU N

LA M P GROUND
COMPONENT LOCATION 201 -PG FIG CONN
A/C High Pressure Switch__ RH front engine compartment
Auxiliary Cooling F a n ............ In front of radiator............................................................. 0 .......... 2
Auxiliary Cooling Fan Relay .. LH rear side of engine compartment
Battery Junction B lock.......... RH rear engine compartment, at cowl
Fuse Block........................... Lower LH side of l/P ......................................................... 4 3 .......... 55

CONNECTORS:
C 100................................ Engine harness, inline to l/P harness .............................. 5, 31 ... 8, 37 .. 202-0
C 138................................ LH rear engine compartment, near bulkhead connector
C260 ................................ At convenience center.................................................. 30, 38 .. 35, 50
45 57

DIODES:
D190............................... Engine harness, rear of engine compartment near center
of cowl

GROUNDS:
G 105................................ RH inner fender, near battery..........................................2, 3 ___ 4, 6

SPLICES:
S103 RH side, near headlamp .................................................2 , 3 ___ 5, 6
5123 Rear of engine compartment, near junction block
5124 Rear of engine compartment, near junction block
S150 ................................ Center of cowl
S213 ................................l/P harness, 4 cm from headlight switch breakout...............4 3 .......... 55
 DIAGNOSIS — AUXILIARY COOLING FAN

TROUBLESHOOTING HINTS:

1. Check condition of GAUGES Fuse. If fuse is blown,

locate and repair source of overload. Replace fuse.

AUXILIARY COOLING FAN RUNS CONTINUOUSLY

TEST
1. Place ignition switch in RUN
position and with engine coolant
temperature below 107°C (225°F),
disconnect engine coolant
temperature switch connector.
2. Disconnect auxiliary cooling fan
relay connector. Connect test lamp
from ORN (1540) to LT GRN (37)
wires at auxiliary cooling fan relay
connector.
RESULT ACTION
Cooling fan runs. GO to step 2.
Cooling fan does not run. REPLACE engine coolant
temperature switch.
Test lamp lights. CHECK for short in LT GRN (37)
wire from auxiliary cooling fan relay
connector to engine coolant
temperature switch connector.
Test lamp does not light. REPLACE auxiliary cooling fan
relay.

AUXILIARY COOLING FAN DOES NOT OPERATE

TEST
1. Disconnect engine coolant
temperature switch connector.
Connect fused jumper from LT
GRN (37) wire at engine coolant
temperature switch connector to
ground.
2. Disconnect auxiliary cooling fan
relay connector. Connect test lamp
from ORN (1540) wire at auxiliary
cooling fan relay connector to
ground.
3. Connect fused jumper from LT
GRN (37) wire at engine coolant
temperature switch connector to
ground. Connect test lamp from
ORN (1540) wire to LT GRN (37)
wire at auxiliary cooling fan relay
connector.
RESULT ACTION
Cooling fan does not run. GO to step 2.
Cooling fan runs. REPLACE engine coolant
temperature switch.
Test lamp lights. GO to step 3.
Test lamp does not light. LOCATE and REPAIR open in ORN
(1540) wire from auxiliary cooling
fan relay connector to splice S115 or
from splice S115 to l/P fuse block.
Test lamp lights. GO to step 4.
Test lamp does not light. LOCATE and REPAIR open in LT
GRN (37) wire between engine
coolant temperature switch
connector and auxiliary cooling fan
relay connector.
 AUXILIARY COOLING FAN DOES NOT OPERATE (CONTINUED)
TEST RESULT ACTION
4. Connect test lamp from RED (639) Test lamp lights. GO to step 5.
wire at auxiliary cooling fan relay
connector to ground. Test lamp does not light. LOCATE and REPAIR open in RED
(639) wire between auxiliary cooling
fan relay connector and battery
junction block.
5. Connect 20 amp, fused jumper Cooling fan does not run. GO to step 6.
from RED (639) wire to RED (702)
at the auxiliary cooling fan relay Cooling fan runs. REPLACE auxiliary cooling fan
connector. relay.

6. Leave 20 amp, fused jumper Test lamp lights. GO to step 7.

connected. Disconnect connector
C138. Connect test lamp from RED
(702) at connector C138 to ground.
7. Connect test lamp from RED (702)
to BLK (151) wires at auxiliary
cooling fan motor connector.
Test lamp does not light. LOCATE and REPAIR open in RED
(702) wire from auxiliary cooling fan
connector to connector C138.
Test lamp lights. REPLACE auxiliary cooling fan
motor.
Test lamp does not light. LOCATE and REPAIR open in BLK
(151) wire from auxiliary cooling fan
motor connector to ground terminal
G105.

CIRCUIT OPERATION

Battery voltage is supplied to the Auxiliary Cooling Fan

Relay by the RED (639) wire at all times and by the ORN
(1540) wire when the Ignition Switch is in RUN or START.
When the Engine Coolant Temperature Switch closes at
107°C (225°F), the A/C High Pressure Switch closes or the
A/C Controller is activated, circuit 37 is grounded and the
Auxiliary Cooling Fan Relay energizes. Battery voltage is
supplied across the Auxiliary Cooling Fan Motor and the
Auxiliary Cooling Fan operates.
 DIESEL ENGINES

V E H IC L E S P E E D ^

SEN SO R B U F F E R
 GASOLINE ENGINES

V E H IC L E HOT IN RUN
A
r l
FU SE I t A
I '. GAUGES
BLO CK
1 r' FU SE S E E MEASURING
ANO HANDLING
I ) 10 A
PR O C ED U RES
»
L -

8 BRN 250

S E E FU SE
BLO C K DETAILS
SECTION 8 A -1 1

| 39 | 818 | 450 |
A B C
____________ i
V w / CONVENIENCE
CENTER

.3 5 DK GRN/ 817
WHT

P102

.3 5 DK G R N / 817
WHT

16
I----- 1 CRUISE
* ' CONTROL
I I MODULE
L _ J

PCM CONNECTOR ID E N T IF IC A T IO N
D3 C - BLUE - 32 W A Y
BRA KE
PRESSU RE
MODULATOR
SECTION 8 A - 4 4
COMPONENT LOCATION 201 -PG FIG CONN
Convenience Center....... — Under LH side of l/P ............................................. .......4,33 .. . 7,40
35, 37 44,48
38,41 50, 53
44,45 56, 57
47,50 59, 62
55, 66 67, 83
Fuse Block.................... __ Lower LH side of l/P ............................................... ........ 43 .. . . .. 55
Vehicle Speed Sensor ... __ LH rear side of transmission................................... ........ 23 . . . . .. 27
Vehicle Speed Sensor
Buffer.......................... __ Under RH end of l/P ............................................... ........ 26 . . . . 31 . .. 2 02-2 7

CONNECTORS:
C 100.......................... __ Engine harness, inline to l/P harness ...................... .......5,31 .. . 8,37 .. 202-0
C200 .......................... __ Under RH side of l/P, near blower motor ................. 30, 35 .. 35, 43 .. 202-2

GROMMETS:
P101 .......................... __ RH lower cowl (engine compartment)...................... .........21 . . . . .. 24
P102 .......................... __ Lower LH cowl, above convenience center ............. ........ 35 . . . . 43

GROUNDS:
G109 (Gasoline) ......... __ Top front center of engine (gas).............................. .......7, 10 10, 13
14 17
G109 (Diesel) ............ __ Top RH rear of engine ............................................ . . . . 17, 19 .. 20, 22
21 24

SPLICES:
S136 .......................... ___ l/P harness, 12.5 cm from C100 breakout ............... .......6, 9 . 9, 12
10, 12 13, 15
14, 15 17, 18
20 23
S213 .......................... __ l/P harness, 4 cm from headlight switch breakout... ........ 43 . . . . .. 55
S240 .......................... __ Behind LH side of l / P ........................................................ .. . . 32, 44 39, 56
46 58
 DIAGNOSIS — VEHICLE SPEED SENSOR
TROUBLESHOOTING HINTS:
1. Check condition of BRAKE Fuse. If fuse is blown,
locate and repair source of overload.
2 Replace fuse.
SPEEDOMETER AND ODOMETERS DO NOT OPERATE
TEST
1. Raise vehicle on hoist. Disconnect
speed sensor connector. Connect
AC voltmeter across speed sensor
terminals while rolling wheels in
high gear.
2. Connect AC voltmeter, check for
voltage across PPL/WHT (821) and
LT GRN/BLK (822) wires at vehicle
speed sensor buffer connector.
NOTE: Wheels must be rolling in
high gear.
3. Disconnect l/P connector C203
and the connector from the vehicle
speed sensor buffer. Connect
ohmmeter from DK GRN (389) at
cluster connector C203 to DK GRN
(389) at vehicle speed sensor
buffer connector.
CRUISE CONTROL DOES NOT OPERATE PROPERLY
TEST
1. Place ignition switch in RUN
position and disconnect Vehicle
Speed Sensor Buffer connector.
Connect voltmeter from PNK (39)
wire at Vehicle Speed Sensor
Buffer connector to ground.
2. Connect voltmeter from PNK (39)
wire to BLK/WHT (451) wire at
Vehicle Speed Sensor Buffer
connector.
CAUTION: THE FOLLOWING TEST REQUIRES
THAT YOU FREE-ROLL THE REAR WHEELS OF
THE VEHICLE ON THE HOIST. BE SURE THE
WHEELS ARE FREE OF OBSTRUCTIONS AND
THAT YOU AND OTHERS STAY CLEAR OF THE
WHEELS AT ALL TIMES. FAILURE TO DO SO MAY
RESULT IN INJURY OR DEATH. DO NOT BRING
WHEEL SPEED ABOVE 70 MPH.
RESULT ACTION
Battery voltage. GO to step 2.
No voltage. REPLACE VSS.
Battery voltage. GO to step 3.
No voltage. LOCATE and REPAIR open in
PPL/WHT (821) and/or LT GRN/BLK
(822) wires from speed sensor
connector to vehicle speed sensor
buffer connector.
More than 0 ohms. LOCATE and REPAIR open in DK
GRN (389) wire between l/P
connector C203 and vehicle speed
sensor buffer connector.
0 ohms. REFER to vehicle speed sensor
buffer diagnosis in Section 8C of the
1995 C/K Service Manual.
RESULT ACTION
Battery voltage. GO to step 2.
No voltage. LOCATE and REPAIR open in PNK
(39) wire.
Battery voltage. GO to step 3.
No voltage. LOCATE and REPAIR open in
BLK/WHT (451) wire from Vehicle
Speed Sensor Buffer connector to
ground G109.
 CRUISE CONTROL DOES NOT OPERATE PROPERLY (CONTINUED)
TEST
3. Properly support vehicle so drive A/C voltage reading.
wheels are off the ground. Have
engine running and gear selector in No voltage.
DRIVE. Connect A/C voltmeter
from PPL/WHT (821) wire to LT
GRN/BLK (822) at Vehicle Speed
Sensor Buffer connector.
4. Connect Vehicle Speed Sensor A/C voltage reading.
Buffer connector. Connect A/C
voltmeter from GRN/WHT (817)
wire at Vehicle Speed Sensor
Buffer connector C279 to
BLK/WHT (451) wire at Vehicle No voltage.
Speed Sensor Buffer connector.
CIRCUIT OPERATION
The Speedometer/Odometer is electronic and does not
require a speedometer cable. The speedometer receives a
vehicle speed signal from the Vehicle Speed Sensor Buffer.
The Vehicle Speed Sensor Buffer receives an AC voltage
signal from the transmission mounted Vehicle Speed
Sensor (VSS).
The VSS generates a signal that indicates the speed of
the vehicle. The Signal is processed by the solid-state
Vehicle Speed Sensor Buffer to supply inputs to the
Powertrain Control Module (PCM), the Cruise Control
Module and the Speedometer.
The VSS is mounted in the transmission. A toothed
rotor rotates near a coil, producing voltage pulses in the coil.
The rotor that is attached to the transmission turns four
times faster than a standard speedometer cable. The coil
near the rotor generates 40 pulses per revolution.
RESULT ACTION
GO to step 4.
CHECK for open in PPL/WHT (821)
and LT GRN/BLK (822) wires. If
wires are good, REPLACE speed
sensor.
LOCATE and REPAIR open in
GRN/WHT (817) wire from Vehicle
Speed Sensor Buffer connector to
cruise control module connector.
REPLACE Vehicle Speed Sensor
Buffer.
The frequency of the AC voltage coming from this coil
depends on the vehicle speed. As the speed increases, so
does the number of voltage pulses per second.
The Vehicle Speed Sensor Buffer takes the voltage
pulses from the sensor and uses them to close three
solid-state output switches. Each output terminal is
switched to ground at a rate that is proportional to the speed
of the vehicle. The Speedometer is switched by the primary
rate of the VSS. The PCM and the Cruise Control use a
lower frequency. Their input switches are operated by a
circuit that divides the sensor frequency by two.
Different Vehicle Speed Sensor Buffers are used to
match the vehicle final drive ratio to the components.
GROUND (G A S O LIN E EN G IN E
------------ O N LY)
COMPONENT LOCATION 201-PG FIG CONN
Clutch Start Switch ............... At top of clutch pedal ....................................................... 4 1 .......... 53
Cruise Control Brake Switch .. At top of brake pedal
Cruise Control Module.......... LH rear side of engine compartment..................................3 1 ..........36 . .. 202-21
Cruise Control Switch............In turn signal lever ........................................................... 2 7 .......... .32 . .. 202-21
Fuse Block........................... Lower LH side of l/P ......................................................... 4 3 ..........55
Powertrain Control Module
(PCM) .............................. Under RH end of l/P ......................................................... 3 0 ..........35
TCC/Stoplight Switch ............Top of brake pedal ...........................................................3 7 ...........47 . .. 202-26
Vehicle Speed Sensor
Buffer................................ Under RH end of l/P ......................................................... 2 6 ..........31 . .. 202-27

CONNECTORS:
C 10 0................................ Engine harness, inline to l/P harness .............................. 5, 31 ... 8, 37 .. 202-0
C200 ................................ Under RH side of l/P, near blower motor ....................... 30, 35 .. 35, 43 .. 202-2
C267 ................................ Behind RH side of l/P, near blower motor

SPLICES:
S136 ................................ l/P harness, 12.5 cm from C100 breakout ....................... 6, 9 __ 9, 12
10,12 13,15
14,15 17,18
20 23
S213 ................................ l/P harness, 4 cm from headlight switch breakout............... 4 3 ..........55
S234 ................................ Cruise control harness, near convenience center............... 4 1 ..........53
 DIAGNOSIS — CRUISE CONTROL

TROUBLESHOOTING HINTS:

1. Check condition of GAUGES Fuse. If fuse is blown,

locate and repair source of overload. Replace fuse.

SYMPTOM TABLE
Cruise Control is Inoperative Refer to Table 1 for diagnosis.
Cruise Surges Refer to Table 1 for diagnosis. If all OK, check for harness routing
near spark plugs. Also, check Cruise Control Cable adjustment. Refer
to Section 9B of the 1995 C/K Service Manual for adjustment
procedures.
Cruise does not engage Refer to Table 1 for diagnosis. If all OK, inspect/adjust Cruise
Control Cable. Refer to Section 9B of the 1995 C/K Service Manual
for adjustment procedures.
Loses speed Check for proper Cruise Control Cable adjustment. Refer to Section
9B of the 1995 C/K Service Manual for adjustment procedures.
Loses speed on hills Check for proper Cruise Control Cable adjustment. Refer to Section
9B of the 1995 C/K Service Manual for adjustment procedures.
Gains speed on down hills System is not capable of braking vehicle.
Gains/loses a certain amount on engagement Check for proper Cruise Control Cable adjustment. Refer to Section
9B of the 1995 C/K Service Manual for adjustment procedures.
Tap-up/down Inop Refer to Table 2 for diagnosis.
Drops out/turns off after certain amount of miles traveled Refer to Table 1 for diagnosis. If all OK, check resistance of brake
switch. If resistance is greater than 5 ohms, replace switch and call
Technical Assistance.
Resume/Accelerate Inop Refer to Table 2 for diagnosis.
Drops out after bumps Check in-line connectors for proper terminal contact. If all OK,
Replace TCC/Stoplamp Switch. Refer to Section 5 for replacement
procedures.
Drops out after turn signal/tilt wheel operation Inspect/Repair Steering Column wiring.
 Table 1
Cruise Control Is Inoperative
Step Action Value(s) Yes No
1 1. Cruise Control Switch “OFF.” Go to Step 3 Go to Step 2
2. Disconnect Cruise Control Module.
3. Ignition Switch to “RUN.”
4. Frontprobe with a test light Cruise Control Module
connector between terminal “F ’ and a known Ground.
5. Is test light “ON”?
2 Repair poor connection or open in circuit 41. System OK
3 1. Frontprobe with a test light Cruise Control Module Go to Step 5 Go to Step 4
connector between terminals “F” and “E.”
2. Is test light “ON”?
4 Repair poor connection or open in circuit 451 between System OK
Cruise Control Module connector and Ground.
5 1. Cruise Switch “ON.” Go to Step 6 Go to Step 21
2. Frontprobe with a test light Cruise Control Module
connector between terminals “E” and “A”.
3. Is test light “ON”?
6 1. Frontprobe with a test light Cruise Control Module Go to Step 8 Go to Step 7
connector between terminal “E” and “B.”
2. While observing the test light press and hold the
Set/Coast switch.
3. Does test light illuminate?
7 1. Check for a short to ground on circuit 84. System OK
2. Check circuit 84 for a poor connection or an open.
3. If OK, replace Multi-function lever (Refer to
SECTION 3F of Service Manual)
8 1. Frontprobe with a test light Cruise Control Module Go to Step 9 Go to Step 10
connector between terminals “E” and “D”.
2. Is test light “ON”?
9 1. Check circuit 87 for a short to circuit 84. System OK
2. If OK, replace Multi-function Lever (Refer to
SECTION 3F of Service Manual)
10 1. Frontprobe with a test light Cruise Control Module Go to Step 14 Go to Step 11
connector between terminals “E” and “D”
2. Is test light “ON”?
11 1. Backprobe with a test light TCC/Stoplamp Switch Go to Step 13 Go to Step 12
connector terminal “E” and Ground.
2. Is test light “ON”?
12 1. Check circuit 441 for a poor connection or an open System OK
between TCC/Stoplamp Switch and fuse.
2. Check TCC/Stoplamp Switch for proper alignment.
3. If OK, replace TCC/Stoplamp Switch.
13 1. Repair poor connection or open in circuit 420. System OK
14 1. Frontprobe with a test light Cruise Control Module Go to Step 15 Go to Step 16
connector between terminal “E” and terminal “B”.
2. Is test light “ON”?
15 1. Check circuit 84 for a short to “B+”. System OK
2. If OK, replace Multi-function Lever (Refer to
SECTION 3F of Service Manual).
 Table 1
Cruise Control Is Inoperative (Continued)
Step Action Value(s) Yes No
16 1. Frontprobe with a test light Cruise Control Module Go to Step 17 Go to Step 18
connector between terminal “E” and terminal “C”.
2. Is test light “ON”?
17 1. Check circuit 87 for a short to “B+”, System OK
2. If OK, replace Multi-function Lever (Refer to
SECTION 3F of Service Manual).
18 1. Raise the drive wheels. 0 - 5 volts Go to Step 20 Go to Step 19
2. Measure voltage with a Diagnostic Voltmeter at
Cruise Control Module connector between terminal
“K” and ground.
3. While observing the display of the Diagnostic
Voltmeter, rotate the drive wheels by hand.
4. Does voltage vary between approximately 5 volts
and ground?
19 1. Check circuit 817 for a poor connection or an open System OK
between the Cruise Control Module connector and
Vehicle Speed Sensor Buffer.
2. If OK, refer to SECTION 8A-33 for VSS
diagnostics.
20 1. Replace the Cruise Control Module. System OK
21 1. Frontprobe with a test light Cruise Control Module Go to Step 22 Go to Step 23
connector between terminal “E” and terminal “B”.
2. While observing the test light press and hold the
Set/Coast Switch.
3. Does test light illuminate?
22 1. Check circuit 397 for a short to ground. System OK
2. Check circuit 397 for a poor connection or an open
between the Cruise Control Module connector and the
Multi-function Lever.
3. If OK, replace the Multi-function Lever (Refer to
SECTION 3F of Service Manual).
23 1. Frontprobe with a test light Cruise Control Module Go to Step 24 Go to Step 25
connector between terminal “C” and terminal “E”.
2. While observing test light press and hold the R/A
Switch.
3. Does test light illuminate?
24 1. Check circuit 84 for a short to circuit 87. System OK
2. Check for a poor connection at the Multi-function
Lever.
3. If OK, replace the Multi-function Lever (Refer to
SECTION 3F of Service Manual).
25 1. Check for a poor connection or an open in circuit System OK
139 between the Multi-function Lever and connector
C202.
2. Check for a poor connection or an open in circuit 41
between connector C202 and splice S206.
3. If OK, replace the Multi-function Lever (Refer to
SECTION 3F of Service Manual).
 Table 2
Cruise Control Will Not Resume, Accelerate, Tap-Up Or Tap-Down
Step Action Value(s) Yes No
1 1. Disconnect Cruise Control Module. Go to Step 2 Go to Step 3
2. Ignition Switch to “RUN.”
3. Cruise Control Switch to “ON.”
4. Frontprobe with a test light Cruise Control Module
connector between terminal “C” and Ground.
5. While observing test light, press and hold the R/A
switch.
6. Does the test light illuminate?
2 1. Check circuit 87 for a short to ground. System OK
2. Check for poor connection at Cruise Control
Module terminal “C.”
3. If OK, replace Cruise Control Module. Refer to
Cruise Control Module replacement in SECTION 9B.
4. Is replacement complete?
3 1. Check circuit 87 for a poor connection or an open. System OK
2. If OK, replace Multi-fimction Lever. Refer to
SECTION 3F for Multi-function Lever Replacement.
3. Is replacement complete?

CIRCUIT OPERATION

The Cruise Control regulates the speed of the vehicle The Cruise Control Module receives voltage from the
in response to driver commands. GAUGES Fuse in RUN or START. A speed signal is
received from the Vehicle Speed Sensor Buffer. The driver
The Cruise Control Module contains electronic gives his input to the Cruise Control Module through the
circuitry and a stepper motor. The other system system components previously listed. The Cruise Control
components are as follows: Module circuitry receives the driver’s input and generates
electrical pulses. These pulses cause the stepper motor
• Cruise Control Switch and its output reel to rotate. The throttle is controlled by a
cable wound on the output reel. The Cruise Control Module
• Set Switch also contains a switch which releases the cable when the
• Cruise Control Brake Switch Cruise Control System must be shut off. This switch will
operate when the Brake Pedal is depressed, the Clutch
• Clutch Switch Pedal is depressed, the Cruise Control System is turned off
or the Cruise Control System detects a failure.
• Vehicle Speed Sensor Buffer
 TR A N SFER CASE

M O DE S E L E C T O R

ILLU M IN ATIO N LAM P ---------------------- 1 IN STR U M EN T

4WD

INDICATOR |

LA M P |

W
350 H 8 150
T

BLK

C 1 52

(AUTO TRAN S
O N LY)
COMPONENT LOCATION 201-PG FIG
Convenience Center............,. Under LH side of l/P ............................................... ....4 ,3 3 .. . 7, 40
35, 37 44,48
38,41 50, 53
44, 45 56, 57
47, 50 59, 62
55, 66 67,83
Four-Wheel Drive Indicator
Lam p.............................. .. Center floor console............................................... .......55 .. . . .. 67
Front Axle Actuator............. .. RH side of front drive a xle....................................... .......22 . . . . .. 25
Front Axle Solenoid Switch . .. RH rear side of front drive axle................................ .......22 .. . . .. 25
Fuse B lock........................ .. Lower LH side of l/P ............................................... .......43 . . . . .. 55
Powertrain Control Module
(PCM) ........................... .. Under RH end of l/P ............................................... .......30 . . . . .. 35
Transfer Case Relay.......... .. RH rear of engine compartment, near center of cowl . .......22 . . . . .. 25 .
Transfer Case Shift
Illumination Lamp .......... .. At transfer case selector lever ................................ .......55 . . . . .. 67
Transfer Case Switch......... .. LH top of transfer case............................................ .......25 .. . . .. 30

CONNECTORS:
C 152............................. .. Under floor at transfer case control
C 160 ............................. .. Center rear of engine............................................. ... 11, 15 .. 14, 18
20 23

GROMMETS:
P101 ............................. .. RH lower cowl (engine compartment)...................... ....... 21 .. . . .. 24

GROUNDS:
G10 6 .................................Rear of RH cylinder head ............................................... 9,11 12, 14
12, 15 15, 18
17, 19 20, 22
20 23
G202 .................................l/P harness, 15 cm from data link connector...................... 32 . . 38

SPLICES:
S112 ................................ LH top side of transmission (K300 only).............................2 2 ..........25
S118 .................................Engine harness, 5 cm from A/C pressure switch breakout 6, 9 ___ 9,12
11,12 14,15
15 18
S122 .................................4-wheel drive indicator extension harness, near C160 lead
(K300 only)..................................................................2 5 ..........25
S207 l/P harness, 4 cm from radio breakout .............................. 4 3 ..........55
S217 .................................Under LH side of l/P ......................................................... 4 3 ..........55
S306 .................................Left of shift console...........................................................5 5 ..........67
 DIAGNOSIS — FOUR-WHEEL DRIVE INDICATOR

TROUBLESHOOTING HINTS:

1. Make sure all mechanical components are operative
before diagnosing electrical portion of four-wheel
drive system.
2. To determine whether vehicle is two-wheel drive or
four-wheel drive, lift it up so wheels can spin freely.
3. Check to see that 4WD and PANEL LPS fuses are
not blown. If blown, locate and repair source of
overload and replace fuse.
4. While performing the following diagnostic
procedures, Ignition Switch must be in RUN and
4WD Control Lever must be in 4WD ENGAGED
position.

FOUR-WHEEL DRIVE WILL NOT DISENGAGE

TEST RESULT ACTION
1. Disconnect transfer case switch 4WD disengages. REPLACE transfer case switch.
connector.
4WD does not disengage. CHECK for mechanical problem
within transfer case.

FOUR-WHEEL DRIVE INDICATOR LAMP WILL NOT TURN OFF

TEST RESULT ACTION
1. Disconnect front axle solenoid 4WD indicator lamp goes off. REPLACE front axle solenoid.
connector.

FOUR-WHEEL DRIVE WILL NOT ENGAGE

TEST
1. Connect test lamp from BRN (50)
wire at transfer case switch
connector to ground.
2. Connect test lamp from LT BLU
(1296) wire at transfer case switch
connector to ground.
RESULT ACTION
Test lamp lights. GO to step 2.
Test lamp does not light. LOCATE and REPAIR open in BRN
(50) wire from transfer case switch
connector to convenience center
connector. If wiring is good,
LOCATE and REPAIR open in
PNK/WHT (350) wire from
convenience center to fuse block.
Test lamp lights. GO to step 3.
Test lamp does not light. REPLACE transfer case switch.

3. Disconnect front axle actuator Test lamp lights. GO to step 4.

connector. Connect test lamp from
LT BLU (1296) wire at front axle
actuator connector to ground.
Test lamp does not light. LOCATE and REPAIR open in LT
BLU (1296) wire from front axle
actuator connector to transfer case
switch connector.
 FOUR-WHEEL DRIVE WILL NOT ENGAGE (CONTINUED)
TEST
4. Connect test lamp from LT BLU
(1296) to BLK (150) wires at front
axle actuator connector.
5. Disconnect transfer case
synchronizer connector. Connect
test lamp from RED (1297) wire at
transfer case synchronizer
connector to ground. (With dual
rear wheels only.)
FOUR-WHEEL DRIVE ENGAGES BUT 4WD INDICATOR LAMP WILL NOT LIGHT
TEST
1. Remove 4WD indicator lamp.
Connect test lamp from PPL (420)
wire at 4WD indicator lamp
connector to ground.
2. Connect test lamp from PPL (420)
to BLK (150) wires at 4WD
indicator lamp connector.
3. Connect test lamp from PPL (420)
wire at front axle solenoid switch
connector to ground.
RESULT ACTION
Test lamp lights. REPLACE front axle actuator. GO to
step 5 for one-ton vehicles
equipped with dual wheels.
Test lamp does not light. LOCATE and REPAIR open in BLK
(150) wire from front axle actuator
connector to ground terminal G202.
Test lamp lights. REPLACE transfer case
synchronizer.
Test lamp does not light. LOCATE and REPAIR open in RED
(1297) wire between transfer case
synchronizer connector and transfer
case relay connector. If wire is good,
REPLACE relay.
RESULT ACTION
Test lamp lights. GO to step 2.
Test lamp does not light. GO to step 3.
Test lamp lights. REPLACE 4WD indicator lamp.
Test lamp does not light. LOCATE and REPAIR open in BLK
(150) wire from 4WD indicator lamp
to ground terminal G202.
Test lamp lights. LOCATE and REPAIR open in PPL
(420) wire between solenoid switch
connector C151 and indicator lamp
connector.
Test lamp does not light. LOCATE and REPAIR open in LT
BLU (1296) wire between front axle
solenoid switch connector and
splice S112. If wire is good,
REPLACE front axle solenoid
switch.
CIRCUIT OPERATION
When the Ignition Switch is in RUN and the four-wheel
drive control lever is engaged, the transfer case switch
closes and battery voltage is supplied across the front axle
actuator. The front axle actuator energizes and the
four wheel drive gears are meshed. This meshing action
of the four-wheel drive gears closes the front axle switch,
and battery voltage is supplied through the PPL (420) wire
across the four-wheel drive indicator lighting the bulb.
Battery voltage is also supplied through the front axle
switch contacts and PPL (420) or BRN/WHT (650) wires to
the rear-wheel or four-wheel antilock brake module. This
will modify the antilock braking system operation in 4WD
mode.
A transfer case relay is used on one-ton vehicles with
four-wheel drive. This relay is energized when the vehicle
is in 4WD mode. From the transfer case relay, voltage is
supplied to the transfer case synchronizer.
 HOT AT A L L TIM ES

I
mmmmmmam

G RO U N D GROUND
COMPONENT LOCATION 201-PG FIG CONN
Convenience Center....... __ Under LH side of l/P ........................................ ..............4,33 . .. 7, 40
35, 37 44, 48
38, 41 50, 53
44, 45 56, 57
47,50 59, 62
55, 66 67, 83
Horn Relay.................... __ On convenience center ................................... ............... 33 ... .. .4 0
Horns............................. __ At front of vehicle ............................................ ............... 3 ... . . . . 6
Multi-Function Switch __ LH upper side of steering column

CONNECTORS:
C 100.......................... __ Engine harness, inline to l/P harness ............... ..............5,31 . .. 8, 37 .. 202-0
C206 .......................... __ Under l/P, RH side of steering column

GROUNDS:
G 104................................ On LH radiator support .................................................. 2, 3 ___ 5, 6
G 105................................ RH inner fender, near battery..........................................2, 3 ___ 4, 6

SPLICES:
5103 RH side, near headlamp .................................................2, 3 ___ 5, 6
5104 LH side, near headlamp.................................................... 3 .......... 6
S111 ................................ Forward lamp harness, near LH side of radiator
S208 Behind LH side of l/ P ....................................................... 4 3 .......... 55
 DIAGNOSIS — HORNS

TROUBLESHOOTING HINTS:

1. Check condition of PARK LPS Fuse. If fuse is blown,

locate and repair source of overload. Replace fuse.

HORN(S) WILL NOT OPERATE

TEST RESULT ACTION
I. Connect test lamp from DK GRN Test lamp lights. GO to step 2.
(29) wire at horn connector to
ground. Press horn button. Test lamp does not light. GO to step 3.

2. Connect test lamp from DK GRN
(29) wire and BLK (150 or 151) at
horn connector to ground.
3. Remove horn relay. Connect test
lamp from ORN (240) wires at
convenience center to ground.
Check each wire for voltage.
4. Disconnect multi-function switch
connector C206. Use jumper wire
to ground BLK (28) wire at
multi-function switch connector
C206.
5. Disconnect horn relay. Install
jumper wire from ORN (240)
terminal to DK GRN (29) terminal at Horn does not sound.
convenience center.
Test lamp lights. REPLACE horn(s).
Test lamp does not light. LOCATE and REPAIR open in BLK
(150 or 151) wire(s).
Test lamp lights at both GO to step 4.
connections.
Test lamp does not light at one or LOCATE and REPAIR open in ORN
both connection. (240) wire(s).
Horn does not sound. GO to step 5.
Horn sounds. REPLACE horn button.
Horn sounds. REPLACE horn relay.
LOCATE and REPAIR open in DK
GRN (29) wire from convenience
center to horn(s).

HORN SOUNDS CONTINUOUSLY WITHOUT DEPRESSING HORN SWITCH

TEST RESULT ACTION
1. Disconnect multi-function switch Horn stops. REPLACE horn button.
connector C206.
Horn continues to sound. GO to step 2.
2. Disconnect horn relay. Check for No short(s) found. REPLACE relay.
short to ground in DK GRN (29)
and BLK (28) wires. Short(s) found. REPAIR or REPLACE as required.

CIRCUIT OPERATION

When the Horn Button is depressed, one side of the coil

of the Horn Relay is grounded. The relay is energized. Its
contacts close and battery voltage is supplied to the Horns.
 WITHOUT DAYTIME RUNNING LIGHTS

HOT IN R U N , B U L B T E S T O R S T A R T

A
A tS ,
1 T G A U G ES 1 FU SE
I y FU SE | B LO C K
S E E PA G E 8 A - 3 - 4
I S 10 AM P j F O R M EASU R IN G
AND H ANDLING
L ________ I PRO C ED U RES

39

S E E FU SE
S213 •> B L O C K D E T A ILS
S E C T IO N 8 A - 1 1

(N O R M A LL Y O PE N
r a SW ITCH ; C L O S E S
WITH P A R K B R A K E S E T )
IN D IC ATO RS CLU STER
BRAKE
P R IN T E D
INDICATO R"
(R E D )

S EC TIO N 8 A - 8 1

!I__ __________
Y © ® !i

LIF T G A T E
WINDOW
R ELEA SE
.5 T A N /
S EC TIO N 8 A - 1 3 5
WHT

.5 TAN /W H T

33

D IO DE
.8 T A N /
WHT

S250 3252 C6 ^ C100

D200
TAN /W H T
.5 TAN/W HT I 3 3 ^ * (O V E R 1 5 ,0 0 0
33
PO UND S
.5 TAN /W H T GVW)

.5 TAN /W H T I

1 33

~ l A N T I- L O C K
i 1 BRAKE PRESSU RE

| WARNING SWITCH

iI
| B R A K E M O D U LE

| S EC TIO N 8 A - 4 4 I (C L O S E D WITH
1 U N EQ U A L P R E S S U R E )

I >
j AvS,
 WITH DAYTIME RUNNING LIGHTS

HOT IN R U N , B U L B T E S T OR S TA R T
A
SWITCH S E E PAGE 8 A - 3 - 4
G AU G ES I FU 5E F O R M EA SU R IN G
ACCY^ STA RT AND H ANDLING
FU SE I BLO C K
PRO C ED U RES
10 AMP | LO CK
~ 1 * BBUUIL B TEST

I________ I OFF pi im

S E E FU SE
B L O C K D E T A IL S
S EC TIO N 8 A - 1 1

.5 TA N /W H T
39

B5 1C 2 6 6 (N O R M A LL Y O PEN
SWITCH; C L O S E S
-------------------- 1 IN S T R U M E NT WITH P A R K B R A K E S E T )

IN D IC ATO R S I C LU STER
"B R A K E I p r in t e d
IN D IC ATO R11 1 —

1 DAYTIM E

T A N T I-L O C K

| B R A K E MO D U LE

| SECTIO N 8 A - 4 4 I / I (C L O S E D WITH
1 f 1 U N EQ U AL P R E S S U R E )

I--------- 1
COMPONENT LOCATION 201-PG FIG CONN
Brake Pressure Warning
Switch ...............................Below master cylinder, at combination valve
Ignition Switch ...................... Under l/P, on steering column........................................ 52, 53 .. 64, 65 ... 202-24
Instrument Cluster................. LH upper end of l/P ...................................................... 32, 46 .. 39, 58 ... 202-9
Park Brake Warning Switch ... At park brake, under LH end of l/P ..................................4 3 .......... 55

CONNECTORS:
C10 0 ................................ Engine harness, inline to l/P harness .............................. 5, 31 ... 8, 37 ... 202-0
C266 .................................At steering column under cow l.......................................... 52 ......... 64 __ 202-3

DIODES:
D200 .................................In diode module, behind LH side of l/P .............................. 4 3 ..........55
D201 .................................In diode module, behind LH side of l/P

SPLICES:
S133 ............... ............... LH rear engine compartment, near bulkhead connector
S213 ............... ............... l/P harness, 4 cm from headlight switch breakout............ .. 43 ... . . . 5 5
S250 ............... ............... l/P harness, 11 cm from cruise control switch harness
breakout.................................................................. .. 43 ... ...55
S252 ............... ............... At in-line diode, near bulkhead connector...................... .. 43 ... ...55
S253 ............... ............... Under LH side of l/P ...................................................... .. 43 ... ...55
S254 ............... ............... Under LH side of l/P ...................................................... .. 43 ... ...55
 DIAGNOSIS — BRAKE WARNING SYSTEM

TROUBLESHOOTING HINTS:

1. Check condition of GAUGES Fuse. If fuse is blown,

locate and repair source of overload. Replace fuse.

BRAKE INDICATOR REMAINS ON WITH IGNITION SWITCH IN RUN AND PARK BRAKE OFF
TEST RESULT ACTION
1. Disconnect park brake switch Brake indicator lamp does not go GO to step 2.
connector. out.
Brake indicator lamp goes out. CHECK adjustment of park brake
switch. If adjustment cannot be
corrected, REPLACE brake switch.
2. Disconnect brake pressure warning Brake indicator lamp does not go GO to step 3.
switch connector. out.
Brake indicator lamp goes out. CHECK for a possible leak or loss of
fluid in the brake system.
3. Disconnect electronic four-wheel Brake indicator lamp does not go LOCATE and REPAIR short in
brake control module connector. out. TAN/WHT (33) wire between
four-wheel antilock module
connector or brake pressure
warning switch connector and splice
S133; or between splice S133 and
in-line diode splice S252 or between
diode splice S250 and park brake
switch connector or instrument
cluster connector.
Brake warning indicator lamp goes CHECK for an inoperative antilock
out. brake system. Refer to Section 5A in
the 1995 C/K Service Manual for
circuit diagnosis.
 BRAKE INDICATOR DOES NOT LIGHT DURING A WARNING CONDITION
OR DURING THE ANTILOCK SYSTEM CHECK
TEST RESULT ACTION
1. Disconnect park brake warning Brake indicator lamp does not come GO to step 2.
switch connector. Connect fused on.
jumper from park brake switch
connector to ground. Brake indicator lamp does come on. CHECK adjustment of park brake
warning switch. If adjustment cannot
be corrected, REPLACE park brake
warning switch.
2. Disconnect brake pressure warning Brake indicator lamp does not come GO to step 3.
switch connector. Connect fused on.
jumper from TAN/WHT (33) wire at
park brake warning switch Brake indicator lamp does come on. REPLACE brake pressure warning
connector to ground. switch.

3. Disconnect electronic four-wheel
brake control module connector.
Connect fused jumper from
TAN/WHT (33) wire at antilock
module connector to ground.
Brake indicator lamp does not come LOCATE and REPAIR open in
on.
Brake indicator lamp does come on.
TAN/WHT (33) wire between
four-wheel antilock module
connector, brake pressure warning
switch connector and splice S133 or
between splice S133 and in-line
diode splice S252 or between splice
S250 and park brake switch
connector or instrument cluster
connector.
CHECK for an inoperative antilock
brake system. Refer to Section 5A in
the 1995 C/K Service Manual for
circuit diagnosis.

CIRCUIT OPERATION

Battery voltage is supplied to the BRAKE Indicator
when the Ignition Switch is in RUN or START. Three
Switches are connected to the BRAKE Indicator. When
any one of these Switches closes, ground is provided and
the Indicator lights. The BRAKE Indicator is also
connected to the Electronic Rear-Wheel and Four-Wheel
Brake Control Modules.
The Park Brake Warning Switch provides a ground
when the Park Brake is applied. The Park Brake Warning
Indicator lights to alert the driver.
When the ignition switch is turned to the BULB TEST
Position the Brake Warning Lamp lights.
pressure in one of the two hydraulic brake systems. This
could be caused by a leak in one of the brake lines. Refer to
Section 5A in the 1995 C/K Service Manual for switch reset
procedure. This can only be accomplished after the faulty
system has been repaired.
The Electronic Four-Wheel Antilock Brake Control
Module grounds the brake warning indicator and the
Antilock brake warning indicator lamps when the module
senses a fault in the Antilock Brake System. For
Four-Wheel Antilock Brake Diagnosis refer to Section 5E1
in the 1995 Service Manual.

The Brake Pressure Warning Switch closes to light the

Brake Warning Indicator when there is low brake fluid
.3 5 B RN
 A
ItA
S E E PAGE 8 A - 2 - 1
F O R M EA SU R IN G
AND H AN DLIN G
PR O C ED U R ES

r ----------------1 V E H IC L E S P E E D

| | SEN SO R B U F F E R

| | S EC TIO N 8 A - 3 3

I_______I
010'v'
w - - w

.5
WHT 696

YEL

DATA LIN K

C O N N ECTO R

D1
t
T A N /W H T I 799

C100

.5
WHT 696

TA N /W H T

C1 A F C C2
T BRAKE
SEN SO R S EN S O R
IN P U T IN PU T •+ - PRESSU RE
Hl HI
M O DULATO R

> ( ►...........► SEN SO R > i ►------- ► SEN SO R V A LV E

IN P U T IN P U T (B P M V )
LO LO
COMPONENT LOCATION 201 -PG FIG CONN
ABS Module..........................Near master cylinder ........................................................2 8 ..........33
Brake Pressure Warning
Switch ...............................Below master cylinder, at combination valve
Data Link Connector (DLC) ... Below LH side of l/P ..................................................... 32, 43 .. 38, 55 ... 202-6
Fuse B lock............................Lower LH side of l/P ......................................................... 4 3 .......... 55
TCC/Stoplight Switch ............ Top of brake pedal ...........................................................3 7 .......... 47 __ 202-26
Underhood Fuse-Relay
Center...............................LH rear of engine compartment, on fender...................... 28,29 .. 33, 34
Wheel Sensor, LH Front.........At LH front wheel
Wheel Sensor, RH Front .......At RH front wheel

CONNECTORS:
C 10 0 ...................... .........Engine harness, inline to l/P harness ............................. .5,31 . .. 8, 37 ... 202-0
C200 ...................... ..........Under RH side of l/P, near blower motor ........................ 30, 35 . . 35, 43 ... 202-2

GROMMETS:
P101 ...................... .........RH lower cowl (engine compartment)............................. .. 21 ... 24

GROUNDS:
G 106...................... ...........Rear of RH cylinder head .............................................. .9,11 .. . 12, 14
12, 15 15, 18
17, 19 20, 22
20 23

SPLICES:
S118 ...................... .......... Engine harness, 5 cm from A/C pressure switch breakout 6, 9 .. .. 9, 12
11, 12 14, 15
15 18
S118 (Diesel).......... .......... Top rear of engine, near fuel heater................................ . . 1 8 . . . . . . 21
S 1 3 3 ...................... .......... LH rear engine compartment, near bulkhead connector
S281 ...................... .......... Power window and door locks harness, near door lock relay

CIRCUIT OPERATION

This manual contains circuit diagrams and component

locations only. Circuit operation, diagnosis and repair
procedures are contained in service manual Section 5E.
HOT IN R U N , B U L B T E S T OR S TA R T I
TTT
 CAUTION: This vehicle is equipped with Supplemental Inflatable Restraint (SIR). Refer
to CAUTIONS in Section 9J under “ON-VEHICLE SERVICE” and the SIR Component and
Wiring Location view in Section 9J before performing service on or around SIR
components or wiring. Failure to follow CAUTIONS could result in possible air bag
deployment, personal injury, or otherwise unneeded SIR system repairs.

COMPONENT LOCATION 201 -PG FIG CONN

Air Bag Assembly ................. In steering wheel
Diagnostic Energy Reserve
Module (DERM)................. Behind center of l/P
Fuse B lo ck............................Lower LH side of l/P ......................................................... 4 3 ..........55
Ignition Switch ...................... Under l/P, on steering column......................................... 52, 53 .. 64, 65 .. . 202-24
Powertrain Control Module
(PCM) ............................... Under RH end of l/P ......................................................... 3 0 ..........35

CONNECTORS:
C162 .................................l/P harness.......................................................................13.......... 16
C200 .................................Under RH side of l/P, near blower motor ........................ 30, 35 .. 35, 43 ... 202-2
C298 .................................l/P harness, 7.5 cm from steering column connector breakout

GROMMETS:
P100 .................................LH side of cowl

GROUNDS:
G 102.................................LH front top of engine (diesel) .......................................... 2 .......... 4

SPLICES:
S213 .................................l/P harness, 4 cm from headlight switch breakout............... 4 3 ..........55
S265 .................................l/P harness, near fuse block

CIRCUIT OPERATION

This manual contains circuit diagrams and Component

Locations only. Circuit operation, diagnosis and repair
procedures are contained in Service Manual Section 9J.
 DATA

LIN K

CO N N ECTO R

(D L C )

H V */" aV

(M ANUAL
TR A N S
O N LY)

.3 5 B L K / W H T
7gg .8 B L K / W H T 451
.5 TA N /W H T

.5 W H T / B L K

I
J \ C215

.5 ORN 461
S E E GROUND
D IS TR IBU TIO N
S EC TIO N
L. ^ C200
8 A -4 4
.5 TA N /W H T A8 / ' " \ C J H /*\ L 1
r — i PO W ERTRAIN I--------- 1 R EM O TE

.5 W H T /B L K 448 ■ • CO N TRO L 1 1 KEYLESS

I I EN TRY
■
_____J
(P C M ) M O D U LE

F/S A 1 4 /*\
C1
* >
PO W ERTRAIN
AlkiS
PRESSU RE

S EC TIO N
8 A -44

r
. S298

B11 N I 8
■t DIAGNOSTIC

Vi/ i
M O D U LE

(D E R M )

SECTIO N
8 A -4 7
■
r
J I 81

X
i--------- 1 PO W ER TR AIN

1 1 C O N TR O L
I I M O D U LE
L. _
_ J

PCM CONNECTOR ID E N T IF IC A T IO N
C1 - R E D - 32 W A Y
C2 - BLUE - 32 W A Y
COMPONENT LOCATION 201-PG FIG CONN
Brake Pressure Modulator
Valve ................................ Near brake master cylinder
Data Link Connector (DLC) ... Below LH side of l/P ..................................................... 32, 43 .. 38, 55 ... 202-6
Diagnostic Energy Reserve
Module (DERM).................Behind center of l/P
Powertrain Control Module
(PCM) .............................. Under RH end of l/P ....................................................... . 30 ......... 35
Remote Keyless Entry .......... Behind center of l/P

CONNECTORS:
C 100................................ Engine harness, inline to l/P harness .............................. 5, 31 .,. 8, 37 ... 202-0
C200 ................................ Under RH side of l/P, near blower motor .................... .. 30, 35 .. 35, 43 ... 202-2
C 21 5 ............................... l/P harness, inline to cross body harness.......... ............ 30, 35 .. 35, 43

SPLICES:
S240 Behind LH side of l/P 32, 44 39, 56
46 58
REAR AUXILIARY

HOT WITH HEADLAMP SWITCH

HOT IN RU N IN HEAD OR PARK
 REAR AUXILIARY

3 BLK 5 L T B LU
COMPONENT LOCATION 201 -PG FIG CONN
Auxiliary Heater and A/C
Control, R e a r.................... Overhead console............................................................ 56 .. . 68 . . 202-5
Blower Motor ........................Under RH side of l/P .................................................... 48, 51 60, 63
Blower Motor, Rear............... Behind LH rear wheelwell .................................................67 .. . 84
Blower Resistor.................... Under RH side of l/P, on heater housing......................... 48, 51 60, 63
Blower Switch ...................... At heater control .............................................................. 51 .. . 63
Convenience Center..............Under LH side of l/P ....................................................... 4, 33 7,40
35, 37 44,48
38,41 50, 53
44, 45 56, 57
47, 50 59, 62
55, 66 67, 83
Fuse B lock........................... Lower LH side of l/P ......................................................... 4 3 ___ . 55
High Blower Relay, R e a r.......On auxiliary heater and A/C module ..................................6 7 ___ . 84
Low Blower Relay, Rear.........On auxiliary heater and A/C module ..................................6 7 ___ . 84
Medium Blower Relay, Rear .. On auxiliary heater and A/C module ................................ 6 7 ___ . 84
Underhood Fuse-Relay
Center...............................LH rear of engine compartment, on fender......................28, 29 33, 34

CONNECTORS:
C 100.................................Engine harness, inline to l/P harness .............................. 5, 31 . 8, 37 . . 202-0
C111 ................................ Engine harness, 4 cm from PCM breakout.................... 6,9,12 9, 12, 15
15,21 18, 24
C230 .................................At heater-A/C control....................................................... 4 8 ___ .. 60 .. . 202-17
C475 .................................At RH D—pillar .............................................................. 67, 68 .. 84,86
C476 .................................At RH D—pillar .............................................................. 67, 68 .. 84, 86 . . 202-20

GROMMETS:
P101 ............ RH lower cowl (engine compartment).............................. 21 24

GROUNDS:
G106............................. .. Rear of RH cylinder head ............................................ . 9,11 .. . 12, 14
12, 15 15, 18
17, 19 20, 22
20 23
G202 ............................. .. l/P harness, 15 cm from data link connector ................. .. 32 ... . . . 3 8
G400 (Suburban) .......... .. At RH C—pillar
G400 (Utility) ................. At RH C—pillar

PLICES:
S118 ............................. .. Engine harness, 5 cm from A/C pressure switch breakout 6, 9 .. .. 9, 12
11, 12 14, 15
15 18
S118 (Diesel)................. .. Top rear of engine, near fuel heater............................... . . 1 8 . . . . . . 21
S207 ............................. .. l/P harness, 4 cm from radio breakout ......................... .. 43 ... ...55
S208 ............................. .. Behind LH side of l/ P .................................................. .. 43 ... ...55
S217 ............................. .. Under LH side of l/P .................................................... .. 43 ... ...55
S259 ............................. .. RH upper side of engine
S296 ............................. .. Heater harness, near resistor lead
S402 (Suburban/Utility) .. .. Front to rear body harness, 12 cm from RH speaker
breakout.................................................................. .. 68 ... ...86
S434 ............................. ,.. Auxiliary A/C harness, near relay leads ........................ .. 67 ... ...84
S435 .............................,.. Auxiliary A/C harness, near relay leads ........................ .. 67 ... ...84
S436 ............................. .. Auxiliary heater-A/C harness, hear blower motor........... .. 67 ... ...84
 DIAGNOSIS — HEATER

TROUBLESHOOTING HINTS:

1. Check condition of HTR A/C Fuse #12. If fuse is 2. If fuse is not blown, proceed with the following
blown, locate and repair source of overload. Replace diagnostic procedures,
fuse.

BLOWER MOTOR DOES NOT OPERATE AT ANY SPEED

TEST
1. Connect test lamp from BRN (141)
wire at blower switch connector to
ground. Place ignition switch in
RUN.
2. Place blower switch in HIGH.
Connect test lamp from ORN (52)
wire at blower switch connector to
ground.
3. Disconnect blower motor
connector. Connect test lamp from
ORN (52) wire at blower motor
connector to ground.
4. Connect test lamp from ORN (52)
wire at blower motor connector to
BLK (150) ground wire at blower
motor connector.
RESULT ACTION
Test lamp lights. GO to step 2.
Test lamp does not light. LOCATE and REPAIR BRN (141)
wire between blower switch
connector to fuse block.
Test lamp lights. GO to step 3.
Test lamp does not light. REPLACE blower switch.
Test lamp lights. GO to step 4.
Test lamp does not light. LOCATE and REPAIR open in ORN
(52) wire from blower switch
connector to blower motor
connector.
Test lamp lights. REPLACE blower motor.
Test lamp does not light. LOCATE and REPAIR BLK (150)
wire from blower motor connector to
ground.

BLOWER MOTOR DOES NOT OPERATE IN HI

TEST RESULT ACTION
1. Place blower switch in HI and Test lamp lights. LOCATE and REPAIR open in ORN
connect test lamp from ORN (52) (52) wire between splice S296 and
wire at blower switch connector to blower switch connector C264.
ground.
Test lamp does not light. REPLACE blower switch.
 BLOWER MOTOR DOES NOT OPERATE IN LO AND/OR MED1 AND/OR MED2
TEST RESULT ACTION
1. Place blower switch in position Test lamp lights. GO to step 2.
where blower motor does not work.
Connect test lamp from either YEL
(60) LO wire or TAN (63) MED1
wire or LT BLU (72) MED2 wire
(depending on switch position) at Test lamp does not light. REPLACE blower switch.
blower motor switch connector to
ground. Place ignition switch in
RUN.
2. Connect test lamp from either YEL Test lamp lights. GO to step 3.
(51) LO wire or TAN (63) MED1
wire LT BLU (72) MED wire Test lamp does not light. LOCATE and REPAIR open in
(depending on switch position) at wire(s) (51 or 63 or 72) from blower
blower resistor connector to resistor connector to blower switch
ground. connector.

3. Connect test lamp from ORN (52) Test lamp does not light. REPLACE resistor.
wire at blower resistor connector to
ground.
Test lamp lights. LOCATE and REPAIR open in ORN
(52) wire from blower resistor
connector to splice S296.
 DIAGNOSIS — REAR AUXILIARY HEATER

TROUBLESHOOTING HINTS:

1. Check to see that RR HVAC and A/C Fuses is not 2. If fuse is not blown, proceed with the following
blown. If fuse(s) is blown locate and repair source of diagnostics,
overload, replace fuse.

REAR BLOWER MOTOR DOES NOT OPERATE IN HI

TEST
1. Place ignition switch in RUN and
rear auxiliary heater control switch
to HI. Connect test lamp from BRN
(341) wire at HI blower relay
connector to ground.
RESULT ACTION
Test lamp lights. GO to step 2.
Test lamp does not light. LOCATE and REPAIR open in BRN
(341) wire between HI blower relay
connector and splice S434.

2. Connect test lamp from WHT Test lamp lights. GO to step 3.

(1924) wire to BRN (341) wire at HI
blower relay connector.
3. Connect test lamp from RED (542)
wire at HI blower relay connector to
ground.
4. Check for continuity of YEL (1172)
wire between HI blower relay
connector and blower motor
connector.
Test lamp does not light. LOCATE and REPAIR open in WHT
(1924) wire between HI blower relay
connector and rear auxiliary heater
control connector. If wire is good,
REPLACE rear auxiliary heater
control switch.
Test lamp lights. GO to step 4.
Test lamp does not light. LOCATE and REPAIR open in RED
(542) wire between HI relay
connector and splice S435.
No continuity. LOCATE and REPAIR open in YEL
(1172) wire between HI blower relay
connector and blower motor
connector.
Continuity. REPLACE HI blower relay.

REAR BLOWER DOES NOT OPERATE AT ANY SPEED

TEST
1. Place ignition switch in RUN.
Connect test lamp from BRN (341)
wire at high blower relay to ground.
2. Connect test lamp from RED (542)
wire at high blower relay to ground.
RESULT ACTION
Test lamp lights. GO to step 2.
Test lamp does not light. LOCATE and REPAIR open in BRN
(341) wire between high blower
relay and fuse block.
Test lamp lights. GO to step 3.
Test lamp does not light. LOCATE and REPAIR open in RED
(542) wire between high blower
relay and underhood fuse-relay
center.
 RR BLOWER/ANY SPEED (CONTINUED
TEST
3. Check for continuity of YEL (1172)
wire between high blower relay
connector and blower motor
connector.
4. Check for continuity of BLK (150)
wire between blower motor
connector and ground.
5. Check for continuity of BLK (150)
wire between rear auxiliary heater
control switch connector and
ground.
6. Place rear auxiliary heater control
switch in HI and check for
continuity between terminals “A”
(BLK wire) and “D” (WHT wire).
REAR BLOWER MOTOR DOES NOT OPERATE IN MED
TEST
1. Place ignition switch in RUN and
rear auxiliary heater control switch
to MEDIUM. Connect test lamp
from BRN (341) wire at HI blower
relay connector to ground.
2. Connect test lamp from RED
(1926) wire to BRN (341) wire at
MED blower relay connector.
3. Connect test lamp from RED (542)
wire at MEDIUM blower relay
connector to ground.
4. Connect test lamp from LT BLU
(1072) wire at MEDIUM blower
relay connector to ground.
RESULT ACTION
Continuity. GO to step 4.
No continuity. LOCATE and REPAIR open in YEL
(1172) wire between high blower
relay connector and blower motor
connector.
Continuity. GO to step 5.
No continuity. LOCATE and REPAIR open in BLK
(150) wire between blower motor
connector and ground.
Continuity. GO to step 6.
No continuity. LOCATE and REPAIR open in BLK
(150) wire between rear auxiliary
heater control switch connector and
ground.
Continuity. REPLACE blower motor.
No continuity. REPLACE rear auxiliary heater
control switch.
RESULT ACTION
Test lamp lights. GO to step 2.
Test lamp does not light. LOCATE and REPAIR open in BRN
(341) wire between MEDIUM blower
relay connector and splice S434.
Test lamp lights. GO to step 3.
Test lamp does not light. LOCATE and REPAIR open in RED
(1926) wire between MEDIUM
blower relay connector and rear
auxiliary heater control connector. If
wire is good, REPLACE rear
auxiliary heater control switch.
Test lamp lights. GO to step 4.
Test lamp does not light. LOCATE and REPAIR open in RED
(542) wire between MEDIUM relay
connector and splice S435.
Test lamp lights. LOCATE and REPAIR open in LT
BLU (1072) wire between MEDIUM
blower relay connector and blower
resistor connector.
Test lamp does not light. REPLACE MEDIUM blower relay.
 REAR BLOWER MOTOR DOES NOT OPERATE IN LO
TEST RESULT ACTION
1. Place ignition switch in RUN and Test lamp lights. GO to step 2.
rear auxiliary heater control switch
to LOW. Connect test lamp from Test lamp does not light. LOCATE and REPAIR open in BRN
BRN (341) wire at LOW blower (341) wire between LOW blower
relay connector to ground. relay connector and splice S434.

2. Connect test lamp from DK BLU Test lamp lights. GO to step 3.

(1926) wire to BRN (341) wire at
LOW blower relay connector. Test lamp does not light. LOCATE and REPAIR open in DK
BLU (1926) wire between LOW
blower relay connector and rear
auxiliary heater control connector. If
wire is good, REPLACE rear
auxiliary heater control switch.
3. Connect test lamp from RED (542) Test lamp lights. GO to step 4.
wire at LOW blower relay connector
to ground. Test lamp does not light. LOCATE and REPAIR open in RED
(542) wire between LOW relay
connector and splice S435.
4. Connect test lamp from YEL (1176) Test lamp lights. LOCATE and REPAIR open in YEL
wire at LOW blower relay connector (1176) wire between LOW blower
to ground. relay connector and blower resistor
connector.
Test lamp does not light. REPLACE LOW blower relay.

CIRCUIT OPERATION

HEATER REAR AUXILIARY HEATER

The Blower Motor delivers air to the interior of the
vehicle. Its speed is controlled by the Blower Switch and
the Blower Resistors. When the Ignition Switch is in RUN,
battery voltage is supplied to the Blower Switch. With the
Blower Switch in LO, voltage is supplied across all three
Blower Resistors and the Blower Motor. The Blower Motor
runs at its slowest speed. With the Blower Switch in MED1,
one of the three Blower Resistors is bypassed and the
Blower Motor runs faster. With the Blower Switch in
MED2, two of the three Blower Resistors are bypassed
and the Blower Motor runs faster yet. When the Blower
Switch is set to HI, battery voltage is supplied directly to the
Blower Motor and the Blower Motor runs at its fastest
speed.
The Rear Auxiliary Heater Module operates
independently from the vehicle front heater except that
both systems receive their hot water supply from the
engine cooling system.
Battery voltage for the rear heater module relays is
supplied by the RED (542) and BRN (341) wires at the
convenience center. The A/C Fuse at the underhood fuse -
relay center supplies battery voltage from the convenience
center through the RED (542) wire. The RR HVAC Fuse
supplies battery voltage to the convenience center through
the BRN (341) wire.
HOT AT A L L TIM ES

~ l UN DERH O O D

5 BLK I 150
COMPONENT LOCATION 201-PG FIG
Cargo Door Defogger Grid,
LH Rear.......................... .. On LH rear cargo door glass
Cargo Door Defogger Grid,
RH R e a r........................ .. On RH rear cargo door glass
Contact Switch, LH Cargo
Door............................... .. Upper LH rear body opening and d o or............. ..............74 . . . . .. 93
Contact Switch, RH Cargo
Door................................. Upper RH rear body opening and door............. ..............74 . . . . .. 93
Convenience Center.......... .. Under LH side of l/P ........................................ ............4,33 .. . 7, 40
35, 37 44, 48
38,41 50,53
44, 45 56,57
47, 50 59, 62
55, 66 67, 83
Fuse B lock........................ .. Lower LH side of l/P ........................................ ..............43 . . . . .. 55
Rear Defogger Switch ....... .. LH side of l/P ...................................................
Rear Window Defogger
Switch ........................... .. Center of l/P .................................................... ..............35 . . . . .. 44
Underhood Fuse-Relay
Center........................... .. LH rear of engine compartment, on fender........ .......... 28, 29 .. 33,34

CONNECTORS:
C 10 0 ............................. .. Engine harness, inline to l/P harness ............... ............5,31 .. . 8, 37
C261 ............................. .. Under LH end of l/P ........................................ .......... 35, 58 .. 44, 71
C492 ................................. At LH D—pillar ................................................................. 7 3 .......... 92
C493 ................................. At LH D—pillar ................................................................. 7 3 .......... 92
C494 ................................. In LH D—pillar....................................................................7 4 ..........93
C495 ................................. At RH D—pillar ..................................................................7 4 .......... 93
C496 ................................. In RH D-pillar
C497 ................................. At RH D-pillar

GROUNDS:
G202 .................................I/P harness, 15 cm from data link connector ...................... 3 2 ..........38
G400 (Suburban) ..............At RH C—pillar
G400 (Utility) .....................At RH C—pillar

SPLICES:
5207 I/P harness, 4 cm from radio breakout .............................. 4 3 .......... 55
5208 Behind LH side of l/ P ........................................................4 3 .......... 55
S217 .................................Under LH side of l/P ......................................................... 4 3 .......... 55
5401 Above rear liftgate glass .................................................. 6 9 .......... 88
5402 (Suburban/Utility) __ Front to rear body harness, 12 cm from RH speaker
breakout............... ..................................................... 6 8 .......... 86
 DIAGNOSIS — REAR WINDOW DEFOGGER
TROUBLESHOOTING HINTS:
1. Check to see that REAR DEFOG and HTR A/C
Fuses are not blown. If blown, locate and repair
source of overload, then replace fuse.
ON INDICATOR WORKS BUT REAR WINDOW DEFOGGER DOES NOT DEFROST
TEST
1. Place ignition switch in RUN and
turn rear defogger switch ON.
Connect test lamp from ORN
(1140) wire at rear defogger switch
to ground.
2. Connect test lamp from PPL/WHT
(293) wire at rear defogger switch
to ground. Place ignition switch in
RUN and turn rear defogger switch
on.
3. Check for continuity of PPL/WHT
(293) wire between rear defogger
switch connector and defogger grid
connector(s).
4. Check for continuity of BLK (150)
wire between rear defogger grid(s)
and ground.
REAR WINDOW DEFOGGER DOES NOT WORK AND ON INDICATOR DOES NOT LIGHT
TEST
1. Disconnect rear defogger switch
connector and place ignition switch
in RUN position. Connect test lamp
from ORN (1440) wire at rear
defogger switch connector to
ground.
2. Connect test lamp from BRN (141)
wire at rear defogger switch
connector and ground.
2. If fuses are not blown, proceed with the following
diagnostic charts,
RESULT ACTION
Test lamp lights. GO to step 2.
Test lamp does not light. LOCATE and REPAIR open in ORN
(1440) wire between rear defogger
switch connector and Underhood
Fuse-Relay Center.
Test lamp lights. GO to step 3.
Test lamp does not light. REPLACE rear defogger switch.
Continuity. GO to step 4.
No continuity. LOCATE and REPAIR open in
PPL7WHT (293) wire between rear
defogger switch connector and rear
defogger grid(s).
Continuity. Repair defogger grid(s) as required.
No continuity. LOCATE and REPAIR open in BLK
(150) wire between rear defogger
grid(s) and ground G400.
RESULT ACTION
Test lamp lights. GO to step 2.
Test lamp does not light. LOCATE and REPAIR open in ORN
(1440) wire between rear defogger
switch connector and underhood
fuse-relay center.
Test lamp lights. REPLACE rear defogger switch.
Test lamp does not light. LOCATE and REPAIR open in BRN
(141) wire between rear defogger
switch connector and fuse block.
CIRCUIT OPERATION
With the Ignition Switch in RUN, voltage is supplied to
the Rear Defogger Control. When the Rear Defogger
Control Switch is moved to the ON position, the contact
closes, which provides voltage to the ON Indicator and the
Rear Defogger. The rear window will become warm to
remove fog from the surface of the window.
The contact in the Rear Defogger Control will stay
closed until the Rear Defogger Control Switch is turned off
or the timer cycle is complete.
The Timer also shuts off anytime the Rear Defogger
Control ON-OFF Switch is depressed to OFF.
 REAR AUXILIARY

HOT WITH H EAD LAM P SWITCH

HOT IN RUN
ON P A R K OR HEAD

~ l FU SE r T -------------------- 1 U N D ERH O O D
RR HVAC • ILLU M I B LO C K FU S E-R ELA Y
A /C
FU SE #5 ) FU SE #14 C EN TER
FU SE
1 0 AM P C 10 AM P
5 0 AM P

L
5 RED I 5+ 2
.3 5 G R Y

S217
S E E FU SE
B L O C K D E T A ILS
SEC TIO N 8 A - 1 1
1
I
.3 5 G R Y

5 R ED

Ifr J
CO NTRO L ILLU M IN ATIO N
LAM P GROUN D
- >
C O N V EN IEN C E
L O B LO W E R - >
j - .5 R ED
M ED B L O W E R

.5
CRY
L "i HI B LO W E R
') mm .8 ORN
LO GIC M O D U LE IN PU T - >
1923

L J rC B A TTER Y V O LTA G E I |C 3 6 |

W MODE DOOR O U TPU T

.8 L T B L U

0 C388
Lh 919

TEM P DOOR O U TPU T

- >

A U X ILIA R Y H EA TER AND

> A / C CONTROL M O D U LE (F R O N T )
C382

S325

150
GRN 341 .5
WHT
BRN

341
.5
RED

B LK

341 A

r 1926
C382 S341

A U X IL IA R Y H E A T E R AND

A / C C O N TR O L M O D U LE (R E A R )
1926 .8 ORN
C O N TR O L ILLU M IN ATIO N
LA M P GROU N D —^ .5 R ED

LO B LO W ER -

M ED B L O W E R -

HI B L O W E R —

LO G IC M O D U LE IN P U T — ^

B A T T E R Y V O LTA G E

M ODE DOOR O U TPU T — ^

T E M P DOOR O U TPU T -
 REAR AUXILIARY
A U X ILIA R Y H E A T E R AND A / C M O D U LE

k----4
G 4Q 0 ^
R EA R BODY
GROUN D- '
COMPONENT LOCATION 201-PG FIG CONN
Auxiliary Heater and A/C
Control Assembly, Front__ Overhead console ........ ....... ............ .............. ............ 5 6 .........68 202-5
Auxiliary Heater and A/C
Control, R ea r.....................Overhead console ............................................... ........... 56 .. . 68 . 202-5
Blower Motor ........................ Under RH side of l/P ....................... .......................... . 48, 51 60, 63
Blower Motor, R ear................Behind LH rear wheelwell ........................... ................... 67 .. . 84
Blower Resistor.....................Under RH side of l/P, on heater housing.......... .............. 48, 51 60,63
Convenience Center..............Under LH side of l/P .................................................... 4, 33 , 7,40
35, 37 44, 48
38, 41 50,53
44, 45 56, 57
47, 50 59, 62
55, 66 67, 83
Fuse B lock............................Lower LH side of l/P ......................................................... 43 .. .. 55
Heater and A/C Control .........Center of l/P at heater control. . . . ...... ............................ 48 .. .. 60
High Blower Relay................. Under l/P, on top of heater-A/C case ................................ 48 .. .. 60
High Blower Relay, Rear .......On auxiliary heater and A/C module ..................................67 .. .. 84
Low Blower Relay, Rear.........On auxiliary heater and A/C module ..................................67 .. .. 84
Medium Blower Relay, Rear .. On auxiliary heater and A/C module ............... ................67 .. .. 84
Mode Door Motor ................. Under l/P, on heater-A/C case............................................................... 202-25
Recirculation Door M otor.......Under l/P, on heater-A/C case.......................... ...................................... 202-26
Temperature Door M o to r.......Under l/P, on heater-A/C case.......................... ............ . 48 ........ 60 . 202-27
Underhood Fuse-Relay
Center............................... LH rear of engine compartment, on fender.................... 28, 29 .. 33, 34

CONNECTORS:
C111 .................................Engine harness, 4 cm from PCM breakout.................. 6,9,12 9,12,15
15,21 18,24
C206 .................................Under l/P, RH side of steering column
C228 .................................At convenience center................................................ 4 .......... 7
C230 .................................At heater-A/C control....................................................... 48 ......... 60 . . . . 202-17
C231 .................................At convenience center
C260 .................................At convenience center ......................................... ....... 30, 38 .. 35, 50
45 57
C382 .................................At roof bow, near front dome lamp ................... ................ 56 ......... 68 __ 202-20
C475 .................................At RH D—pillar ................................. ................... 67, 68 .. 84, 86
C476 .................................At RH D—pillar ........................... . 67 , 68 .. 84, 86 ... 202-20

GROMMETS:
P101 ............ RH lower cowl (engine compartment)...................... . — 21 24

GROUNDS:
G 106.................................Rear of RH cylinder head ............................................... 9,11 ... 12,14
12, 15 15, 18
17, 19 20, 22
20 23
G202 .................................l/P harness, 15 cm from data link connector ......................3 2 ..........38
COMPONENT LOCATION 201 -PG FIG CONN

SPLICES:
S118 ................................ Engine harness, 5 cm from A/C pressure switch breakout 6, 9 ___ 9,12
11,12 14,15
15 18
S118 (Diesel).................... Top rear of engine, near fuel heater................................... 18.......... 21
S157 ................................ Center of cowl
5207 l/P harness, 4 cm from radio breakout .............................. 4 3 ..........55
5208 Behind LH side of l/ P ....................................................... 4 3 .......... 55
S217 ................................ Under LH side of l/P ......................................................... 4 3 .......... 55
S221 ................................ Engine harness, near PCM
S259 ................................ RH upper side of engine
5264 Behind center of l/P, in HVAC harness.............................. 4 8 .......... 60
5265 l/P harness, near fuse block
S300 ................................ LH door sill area
5325 Auxiliary heater-A/C control harness, behind roof console .5 6 ..........68
5326 Auxiliary heater-A/C control harness, behind roof console .5 6 ..........68
5327 Auxiliary heater-A/C control harness, behind roof console .5 6 .......... 68
5328 Auxiliary heater - A/C control harness, behind roof console 5 6 ..........68
5329 Auxiliary A/C control harness, at rear control lead ............. 5 6 .......... 68
5330 Auxiliary heater-A/C control harness, at rear control lead .. 5 6 .......... 68
S402 (Suburban/Utility) __ Front tc rear body harness, 12 cm from RH speaker
breakout..................................................................... 6 8 .......... 86
5434 Auxiliary A/C harness, near relay leads ...... ..................... 6 7 .......... 84
5435 Auxiliary A/C harness, near relay leads ............................ 6 7 .......... 84
5436 Auxiliary heater-A/C harness, hear blower motor...............6 7 .......... 84
 DIAGNOSIS — HVAC BLOWER

TROUBLESHOOTING HINTS:

1. Complete operational check to identify all display, air 2. If refrigeration performance is symptom, refer to 1B
deliver, blower and refrigeration (A/C clutch) of the 1995 C/K Service Manual,
operating symptoms.

BLOWER MOTOR DOES NOT OPERATE IN ANY MODE

TEST RESULT ACTION
1. Disconnect blower motor Battery voltage. GO to step 2.
connectors. Place ignition switch in
RUN position, A/C controller in
VENT-UPPER and blower speed
in HI. Connect voltmeter from PPL No voltage. GO to step 3.
(65) wire at blower motor connector
to ground.
2. Connect voltmeter from PPL (65) Battery voltage. REPLACE blower motor.
wire to BLK (150) wire at blower
motor connectors. No voltage. LOCATE and REPAIR open in BLK
(150) wire between blower motor
connector and ground.
3. Ignition ON, blower speed low, Test lamp does not light. GO to step 4.
connect test lamp to High blower
relay connector terminal C1 PPL Test lamp lights. LOCATE and REPAIR open in PPL
(65) wire and ground. (65) wire between high blower relay
connector.
4. Connect test lamp between Test lamp does not light. GO to step 5.
terminal B2 DK BLU (101) wire at
high blower relay and ground. Test lamp lights. REPLACE high blower relay.

5. Ignition off, disconnect heater and Test lamp lights. GO to step 6.

A/C control module. Install test
lamp across terminal A BRN (141) Test lamp does not light. LOCATE and REPAIR open in BRN
wire and ground, turn ignition on. (141) wire.

6. Check for continuity of BLK (150) Continuity. GO to step 7.

wire between heater and A/C
control module connector terminal
F, and ground.
7. Connect heater and A/C control
module. Ignition ON, blower speed
low, connect test lamp from
terminal E YEL (60) wire of heater
and A/C control module connector,
and ground.
No continuity. LOCATE and REPAIR open in BLK
(150) wire between heater and A/C
control module connector and
ground.
Test lamp lights. GO to step 8.
Test lamp does not light. REPLACE heater and A/C control
module.
 BLOWER MOTOR DOES NOT OPERATE IN ANY MODE (CONTINUED)
TEST RESULT ACTION
8. Check continuity of YEL (60) wire, Continuity. GO to step 9.
TAN (63) wire, and LT BLU (72)
wire between heater and A/C No continuity. LOCATE and REPAIR open in
control module connector and the respective wire(s).
blower resistor connector.
9. Check continuity of PPL (65) wire Continuity. REPLACE blower resistor.
between blower resistor connector
and high blower relay connector. No continuity. LOCATE and REPAIR open in PPL
(65) wire between blower resistor
connector and high blower relay.

DISPLAY DOES NOT DIM PROPERLY

TEST
1. Place ignition switch in RUN, A/C
controller in OFF, light switch in
PARK and dimming control to full
brightness. Connect voltmeter from
GRA (8) wire at heater and A/C
control module connector to
ground.
2. Place dimming control to full
brightness. Connect test lamp from
BLK (150) wire at heater and A/C
control module connector to
ground.
RESULT
Battery voltage.
No voltage.
Test lamp lights.
Test lamp does not light.
ACTION
GO to step 2.
LOCATE and REPAIR open in GRA
(8) wire between heater and A/C
control module connector and light
switch connector.
REPLACE heater and A/C control
module.
LOCATE and REPAIR open in BLK
(150) wire between heater and A/C
control module connector to ground.

BLOWER MOTOR DOES NOT OPERATE IN HIGH SPEED

TEST
1. Place ignition switch in run, and
blower speed to HI. Connect test
lamp from terminal C2 ORN (52)
wire of high blower relay connector
and ground.
2. Connect test lamp from terminal A2 Test lamp does not light.
RED (542) wire of high blower relay
connector to ground.
3. Check for continuity of BLK (150)
wire between the high blower relay
connector and ground.
RESULT
Test lamp lights.
Test lamp does not light.
Test lamp lights.
Continuity.
No continuity.
ACTION
GO to step 2.
LOCATE and REPAIR open in ORN
(52) wire between high blower relay
and heater and A/C control module
connector.
LOCATE and REPAIR open in RED
(542) wire between high blower
relay connector and underhood
fuse-relay center.
GO to step 3.
REPLACE high blower relay.
LOCATE and REPAIR open in BLK
(150) wire between high blower
relay connector and ground.
 BLOWER MOTOR DOES NOT OPERATE IN LOW SPEED ONLY
TEST RESULT ACTION
1. Check continuity of YEL (60) wire No continuity. LOCATE and REPAIR open in YEL
between heater and A/C control (51) wire between blower resistor
module connector and blower connector and heater and A/C
resistor connector. control module connector.
Continuity. REPLACE blower resistor.

BLOWER MOTOR DOES NOT OPERATE IN MED1 SPEED ONLY

TEST
1. Check continuity of TAN (63) wire
between heater and A/C control
module connector and blower
resistor connector.
RESULT ACTION
No continuity. LOCATE and REPAIR open in TAN
(63) wire between heater and A/C
control module connector and
blower resistor connector.
Continuity. REPLACE blower resistor.

BLOWER MOTOR DOES NOT OPERATE IN MED2 SPEED ONLY

TEST
1. Check continuity of LT BLU (72)
wire between heater and A/C
control module connector and
blower resistor connector.
RESULT ACTION
No continuity. LOCATE and REPAIR open in LT
BLU (72) wire between heater and
A/C control module connector and
blower resistor connector.
Continuity. REPLACE blower resistor.

DIAGNOSIS — REAR AUXILIARY HVAC BLOWER CONTROL

TROUBLESHOOTING HINTS:

1. Check condition of RR HVAC, ILLUM, and A/C 2. If blower operates from one set of blower controls but
Fuses. If fuse(s) is blown, locate and repair source of not the other, check wires between both sets of
overload. Replace fuse. controls for opens.

BLOWER DOES NOT OPERATE AT LOW SPEED ONLY

TEST RESULT ACTION
1. Place ignition in RUN. Check for Battery voltage. GO to step 2.
voltage on BRN (341) wire at low
blower relay connector. No voltage. LOCATE and REPAIR open in BRN
(341) wire between low blower relay
connector and splice S434.

2. Check continuity of DK BLU (1926) Continuity. GO to step 3.

wire between low blower relay
connector and auxiliary heater and
A/C controls connectors (front and
rear).
No continuity. LOCATE and REPAIR open in DK
BLU (1926) wire between low blower
relay connector and auxiliary heater
and A/C controls connectors (front
and rear).
 BLOWER DOES NOT OPERATE AT LOW SPEED ONLY (CONTINUED)
TEST RESULT ACTION
3. Check for voltage on RED (542) Battery voltage. GO to step 4.
wire at low blower relay connector.
No voltage. LOCATE and REPAIR open in RED
(542) wire between low blower relay
connector and splice S435.
4. Check continuity of YEL (1176) wire Continuity. GO to step 5.
between low blower relay
connector and blower resistor No continuity. LOCATE and REPAIR open in YEL
connector. (1176) wire between low blower
relay connector and blower resistor
connector.
5. Place auxiliary controls in LOW, Battery voltage. Replace blower resistor.
ignition in RUN, check YEL (1176)
wire for battery voltage at blower No voltage. GO to step 6.
resistor connector.
6. Using jumper wire, ground DK BLU Battery voltage. REPLACE auxiliary heater and A/C
(1926) wire at low blower relay, control.
then check YEL (1176) wire for
battery voltage at blower resistor No voltage. REPLACE low blower relay.
connector.

BLOWER DOES NOT OPERATE AT MEDIUM SPEED ONLY

TEST RESULT ACTION
1. Place ignition in RUN. Check for Battery voltage. GO to step 2.
voltage on BRN (341) wire at
medium blower relay connector. No voltage. LOCATE and REPAIR open in BRN
(341) wire between medium blower
relay connector and splice S434.
2. Check continuity of RED (1925) Continuity. GO to step 3.
wire between medium blower relay
connector and auxiliary heater and No continuity. LOCATE and REPAIR open in RED
A/C controls connectors (front and (1925) wire between medium blower
rear). relay connector and auxiliary heater
and A/C controls connectors (front
and rear).
3. Check for voltage on RED (542) Battery voltage. GO to step 4.
wire at medium blower relay
connector. No voltage. LOCATE and REPAIR open in RED
(542) wire between medium blower
relay connector and splice S435.
4. Check continuity of LT BLU (1072) Continuity. GO to step 5.
wire between medium blower relay
connector and blower resistor No continuity. LOCATE and REPAIR open in LT
connector. BLU (1072) wire between medium
blower relay connector and blower
resistor connector.
 BLOWER DOES NOT OPERATE AT MEDIUM SPEED ONLY (CONTINUED)
TEST RESULT ACTION
5. Place auxiliary controls in Battery voltage. Replace blower resistor.
MEDIUM, ignition in RUN, check LT
BLU (1072) wire for battery voltage No voltage. GO to step 6.
at blower resistor connector.
6. Using jumper wire, ground RED Battery voltage. REPLACE auxiliary heater and A/C
(1925) wire at medium blower relay, control.
then check LT BLU (1072) wire for
battery voltage at blower resistor No voltage. REPLACE medium blower relay.
connector.

BLOWER DOES NOT OPERATE AT HIGH SPEED ONLY

TEST RESULT ACTION
1. Place ignition in RUN. Check for Battery voltage. GO to step 2.
voltage on BRN (341) wire at high
blower relay connector. No voltage. LOCATE and REPAIR open in BRN
(341) wire between high blower
relay connector and splice S434.
2. Check continuity of WHT (1924) Continuity. GO to step 3.
wire between high blower relay
connector and auxiliary heater and No continuity. LOCATE and REPAIR open in WHT
A/C controls connectors (front and (1924) wire between low blower
rear). relay connector and auxiliary heater
and A/C controls connectors (front
and rear).
3. Check for voltage on RED (542) Battery voltage. GO to step 4.
wire at high blower relay connector.
No voltage. LOCATE and REPAIR open in RED
(542) wire between high blower
relay connector and splice S435.
4. Check continuity of YEL (1172) wire Continuity. GO to step 5.
between high blower relay
connector and blower motor No continuity. LOCATE and REPAIR open in YEL
connector. (1172) wire between high blower
relay connector and blower motor
connector.
5. Place auxiliary controls in HIGH, Battery voltage. REPLACE heater and A/C
ignition in RUN. Using jumper wire, controllers.
ground WHT (1924) wire at high
blower relay, then check YEL
(1172) wire for battery voltage at No voltage. REPLACE high blower relay.
blower motor connector.
 BLOWER DOES NOT OPERATE IN ANY MODE
TEST RESULT ACTION
1. Disconnect auxiliary heater and Battery voltage. GO to step 2.
A/C control connectors (front and
rear), place ignition in RUN, check
No voltage. LOCATE and REPAIR open in BRN
for battery voltage on BRN (341)
(341) wire between control
wires at terminal G of each control
connectors and fuse block.
connector.
2. Check RED (542) wire for battery Battery voltage. GO to step 3.
voltage at LOW, MEDIUM and
HIGH blower relays. No voltage. LOCATE and REPAIR open in RED
(542) wire between relays and
underhood fuse-relay center.
3. Check for continuity of BLK (150) Continuity. GO to step 4.
wire between auxiliary heater and
A/C control connectors, terminal B No continuity. LOCATE and REPAIR open in BLK
and ground. (150) wire between control
connectors and ground.
4. Check for continuity of YEL (1172) Continuity. GO to step 5.
wire between blower motor
connector and blower resistor No continuity. LOCATE and REPAIR open in YEL
connector. (1172) wire between blower motor
connector and blower resistor
connector.
5. Check for continuity of BLK (150) Continuity. GO to step 6.
wire between blower motor
connector and ground. No continuity. LOCATE and REPAIR open in BLK
(150) wire between blower motor
connector and ground.
6. Using fused jumper, apply battery Blower motor runs. GO to step 7.
voltage to blower motor connector
terminal A. Blower motor does not run. REPLACE blower motor.

7. Check the following wires for Continuity. REPLACE the auxiliary heater and
continuity between the auxiliary A/C controllers.
heater and A/C control connectors
and their respective relays:

WIRE RELAY No continuity. LOCATE and REPAIR open in

respective wires.
DK BLU (1926) LOW
RED (1925) MEDIUM
WHT (1924) HIGH
CIRCUIT OPERATION
BLOWER CONTROLS
Battery voltage is supplied with the ignition switch in
RUN to Terminal A2 of the High Blower Relay through RED
(542) wire. When the Heater and A/C Control Module is
OFF, the High Blower Relay is de-energized. In this state
there is no voltage path through the relay contacts to the
Blower Motor so the Blower Motor does not run.
With the Heater and A/C Control Module in Low,
Terminal E, YEL (60) wire, of the Heater and A/C Control
Module supplies voltage through the closed contacts of the
Low Blower Relay and the three Blower Resistors to the
Blower Motor. The Blower Motor is a variable speed motor
which runs at a speed proportional to the voltage supplied
to the Motor. With all three Blower Resistors in the circuit,
the supplied voltage is low and the Blower runs slowly.
In either of the Medium blower speed positions, MED1
or MED2, Terminal D (TAN, MED1) or C (LT BLU, MED2) of
the Heater and A/C Control Module supplies voltage
through the de-energized High Blower Relay and either
one or two of the Blower Resistors allowing the Blower
Motor to operate at increased speed.
With the Heater and A/C Control Module in High, the
High Blower Relay is energized. The voltage path is then
through the normally closed contacts of the High Blower
Relay to the Blower Motor. With battery voltage supplied
directly to the Motor, it runs at maximum speed.
REAR AUXILIARY HEATER AND AIR
CONDITIONING
The Rear Auxiliary Heater and Air Conditioning
Module is operated by either of two control panels in the
overhead console. The front control has the capability to
override the rear control settings. The controls select the
blower fan’s three operating speeds: LO, MED and HI.
The fan speeds are controlled by the selector control
and the selected speed blower relay. Battery voltage is
supplied from the A/C fuse in the underhood fuse-relay
center through the RED (542) wire. Battery voltage is also
supplied to each relay through the RR HVAC #5 and the
BRN (341) wire. The blower speed control switch grounds
the relays through the DK BLU (1926) LO speed, RED
(1925) MED speed or the WHT (1924) HI speed wire. The
BLK (150) wire completes the path to ground from the
blower speed switch to the rear body ground.
The front and rear control switch panels in the
overhead console are both backlit. With the park lamps on,
battery voltage is supplied to the lamps by the ILLUM fuse
#14 and the GRA (8) wire. Ground is provided by the BLK
(150) wire from the rear body ground. The panel dimmer
switch controls the lamp’s illumination intensity.
BLANK
S EE FU SE
B L O C K D E T A IL S
S EC TIO N 8 A - 1 1

L — . —

DK B L U

DK B LU
COMPONENT LOCATION 201 -PG FIG CONN
A/C Compressor Clutch.........Front of A/C compressor.................................................. 13.......... 16
A/C Compressor Clutch
Relay................................ Under l/P, on top of heater-A/C case ................................4 8 .......... 60
A/C High Pressure Cutout
Switch ...............................RH front engine compartment
A/C Low Pressure Cutout
Switch ...............................At A/C accumulator
Fuse B lock........................... Lower LH side of l/P ......................................................... 4 3 ..........55
Heater and A/C Control .........Center of l/P at heater control........................................... 4 8 .......... 60
Powertrain Control Module
(PCM) ...............................Under RH end of l/P ......................................................... 3 0 .......... 35

CONNECTORS:
C209 ................................ Below center of l/P, near heater outlet ........................... 38, 48 .. 49, 60

DIODES:
D 100................................ Near A/C compressor....................................................... 13.......... 16

GROMMETS:
P101 ................................ RH lower cowl (engine compartment)........... ....................2 1 .......... 24

GROUNDS:
G 106................................ Rear of RH cylinder head ...............................................9, 11. . . 12,14
12,15 15,18
17,19 20,22
20 23

SPLICES:
S118 .................................Engine harness, 5 cm from A/C pressure switch breakout 6, 9 — 9,12
11,12 14,15
15 18
S118 (Diesel).....................Top rear of engine, near fuel heater...................................18.......... 21
S130 .................................RH rear engine compartment, near P101
5142 Near A/C compressor....................................................... 1
5143 Near A/C compressor
S259 .................................RH upper side of engine
 DIAGNOSIS — AIR CONDITIONING COM PRESSOR CONTROLS

TROUBLESHOOTING HINTS:

1. Check the condition of the refrigerant to ensure 3. Check condition of A/C HTR Fuse (#12). If fuse is
adequate system pressure. Outside temperature blown, locate and repair source of overload. Replace
must be above 16°C (60°F) in order to properly fuse.
diagnose system.
2. If system is leaking, refer to Section 1B of the 1995
C/K Service Manual. Check to ensure connector
contacts are not out of place or missing and that
connectors are firmly seated.

A/C COMPRESSOR CLUTCH DOES NOT ENGAGE

TEST RESULT ACTION
1. Place ignition switch in RUN. A/C Battery voltage. GO to step 3.
on HI. Check for voltage on LT
GRN (66) wire at heater and A/C No voltage. GO to step 2.
control module connector.
2. Check for continuity of WHT (901) Continuity. REPLACE Heater and A/C control
wire between heater and A/C module.
control module connector and
ground. No continuity. LOCATE AND REPAIR open in
WHT (901) wire between heater and
A/C control module connector and
ground. If wire is OK, replace water
valve.
3. Check for voltage on LT GRN (66) Battery voltage. GO to step 4.
wire at A/C compressor clutch relay
connector. No voltage. LOCATE and REPAIR open in LT
GRN (66) wire between A/C
compressor clutch relay connector
and heater and A/C control module
connector.
4. Check for continuity of BLK (150) Continuity. GO to step 5.
wire between A/C compressor
clutch relay connector and ground. No continuity. LOCATE and REPAIR open in BLK
(150) wire between A/C compressor
clutch relay connector and ground.
5. Check for continuity of LT BLU Continuity. GO to step 6.
(203) wire between A/C
compressor clutch relay connector No continuity. LOCATE and REPAIR open in LT
and A/C high pressure cutout BLU (203) wire between A/C
switch connector. compressor clutch relay connector
and A/C high pressure cutout switch
connector.
6. Check for continuity of DK GRN Continuity. GO to step 7.
(59) wire between A/C Hi Pressure
Cutout Switch Connector and A/C No continuity. LOCATE and REPAIR open in DK
compressor clutch connector. GRN (59) wire between A/C Hi
Pressure Cutout Switch Connector
and A/C compressor clutch
connector.
 A/C COMPRESSOR CLUTCH DOES NOT ENGAGE (CONTINUED)
TEST
7. Check for continuity of BLK (150) Continuity.
wire between A/C compressor No continuity.
clutch connector and ground.
8. Check for continuity between Continuity.
terminals of A/C compressor clutch.
No continuity.
CIRCUIT OPERATION
The Compressor for the Air Conditioning System is
driven by the engine by means of a belt drive and the A/C
Compressor Clutch. The Clutch allows the Compressor to
be disengaged when Air Conditioning is not required.
Operation of the Compressor depends on the
particular A/C Mode selected at the Heater and A/C
Controller. When the Ignition Switch is in RUN, battery
voltage is supplied through the A/C HTR Fuse to the coil
and contacts of the A/C Clutch Relay. With A/C ON
selected, the WHT (901) wire of the Heater and A/C
Controller is grounded which energizes the A/C Clutch
Relay. The contacts of the Relay close and battery voltage
is supplied through the closed contacts and the normally
closed A/C Accumulator Switch to the coil of the A/C
Compressor Clutch. The coil is energized and the A/C
Compressor clutch engages.
RESULT ACTION
GO to step 8.
LOCATE and REPAIR open in BLK
(150) wire between A/C compressor
clutch connector and ground.
REPLACE A/C compressor clutch
relay.
REPLACE A/C compressor clutch.
If the refrigerant pressure drops to a point which may
cause icing of the evaporator, the A/C Accumulator Switch
opens, de-energizing the A1C Compressor Clutch.
When the refrigerant pressure rises to a point where
cooling is required again, the A/C Accumulator Switch
closes to re-energized the A/C Compressor Clutch.
The A/C Compressor Clutch Diode is connected
across the terminals of the A/C Compressor Clutch.
Whenever the clutch is de-energized, the magnetic
field around it collapses, generating and induced voltage in
the clutch coil. The Diode provides a path for the current
resulting from the induced voltage so that other circuit
components are not damaged.
 HOT AT A L L TIM ES

~ l FU SE
A
| B LO C K
STO P

F U S E jf 1 S E E PACE 8 A - 3 - 4
F O R M EA SU R IN G
2 0 AMP
AND H AN DLIN G
PR O C ED U R ES

1 ORN

S EE FU SE SEE FU SE
B L O C K D E T A ILS B L O C K D E T A IL S
SEC TIO N 8 A - 1 1 S251 S EC TIO N 8 A - 1 1

, A /'"> E C O N V EN IEN C E
/ 'a F
C EN TER
IGNITION ON LIG H T S ON PO W ER
IN P U T IN P U T IN PU T

AUDIO ALARM
M O D U LE

FASTEN B E L T S SA FETY S ELT K E Y - IN

O U TPU T IN P U T GROUND WARNING

D W E

B LK /W H T I 238

D C298

----------------- I IN STR U M EN T

I FASTEN

SA FETY
I C LU STER

I P R IN T E D
R ET R A C TO R

SWITCH
B ELTS | C IR C U IT
(O P E N S WITH
INDICATOR |
LH S A F E T Y
B ELT B U C KELED )

.3 5 P N K
r

GROUN D
D ISTR IB U TIO N
SEC TIO N ► - -------
8 A -14
COMPONENT LOCATION 201 -PG FIG CONN
Audio Alarm Module..............On convenience center .................................................... 3 3 ..........40
Convenience Center..............Under LH side of l/P ....................................................... 4, 33 ... 7, 40
35, 37 44, 48
38, 41 50, 53
44, 45 56, 57
47, 50 59, 62
55, 66 67, 83
Door Jamb Switch, LH Front .. At LH end of l/P ........................................................... 43, 44 .. 55, 56
Instrument Cluster................. LH upper end of l/P ...................................................... 32, 46 .. 39, 58 .. 202-9
Safety Belt Retractor Switch .. At driver’s safety belt buckle............................................5 7 ..........70

CONNECTORS:
C266 ................................ At steering column under co w l.......................................... 52 ........ 64 . ..202-3
C298 ................................ l/P harness, 7.5 cm from steering column connector breakout

GROUNDS:
G202 ................................ l/P harness, 15 cm from data link connector......................3 2 .......... 38

SPLICES:
S208 Behind LH side of l/ P ........................................................4 3 ..........55
S213 ................................ l/P harness, 4 cm from headlight switch breakout............... 4 3 ..........55
S217 ................................ Under LH side of l/P ......................................................... 4 3 .......... 55
S251 ................................ l/P harness, approx. 4 cm from steering column breakout .4 3 .......... 55
 DIAGNOSIS — AUDIO ALARM MODULE

TROUBLESHOOTING HINTS:

1. Check condition of ILLUM, STOP, and GAUGES

Fuse(s). If fuse(s) are blown, locate and repair
source of overload. Replace fuse(s).

THE FASTEN BELTS WARNING ALARM OPERATES WHEN SAFETY BELT IS BUCKLED
TEST RESULT ACTION
1. Disconnect safety belt retractor Safety belt alarm stops. REPLACE safety belt retractor
switch connector. switch.
Safety belt alarm continues. LOCATE and REPAIR short in
BLK/WHT (238) wire to ground
between belt retractor connector
and convenience center. If wire is
good, REPLACE Audio Alarm
Module.

THE FASTEN BELTS WARNING ALARM DOES NOT OPERATE

TEST RESULT ACTION
1. With ignition switch in RUN and Test lamp lights. GO to step 2.
audio alarm module removed,
connect test lamp from PNK (39) Test lamp does not light. LOCATE and REPAIR open in PNK
wire at convenience center to (39) wire from convenience center
ground. to fuse block.

2. Check continuity of BLK/WHT Continuity. REPLACE audio alarm module.

(238) wire between convenience
center and ground. No continuity. GO to step 3.

3. Connect self-powered test lamp Test lamp lights. GO to step 4.

from BLK/WHT (238) wire at safety
belt retractor switch connector to
ground.
4. Buckle safety belt. Check continuity Continuity.
of BLK (150) wire safety belt
retractor switch connector and
ground.
Test lamp does not light.
No continuity.
LOCATE and REPAIR open in
BLK/WHT (238) wire from safety
belt retractor switch connector to
convenience center.
REPLACE safety belt retractor
switch.
LOCATE and REPAIR open in BLK
(150) wire from safety belt retractor
switch connector to ground.
 KEY-IN WARNING ALARM DOES NOT OPERATE
TEST RESULT ACTION
1. Turn ignition switch OFF. Leave key Battery voltage. GO to step 2.
in ignition switch. Open left door.
Connect voltmeter from ORN (140) No voltage. REPAIR open in ORN (140) wire
wire at convenience center to between convenience center and
ground. fuse block.

2. Check for continuity of LT GRN (80) Continuity. REPLACE audio alarm module.
wire between convenience center
and ground. No continuity. GO to step 3.

3. Check for continuity of LT GRN (80) No continuity.
wire between audio alarm module
and key-in-warning buzzer switch.
4. Check for continuity of TAN (159)
wire between key-in-warning
buzzer switch connector and LH
door jamb switch connector.
5. Check for continuity between
terminals “B” (BLK wire) and “C”
(TAN wire) of LH door jamb switch
with LH door open.
6. Check continuity of BLK (150) wire
between LH door jamb switch
connector and ground.
LOCATE and REPAIR open in LT
GRN (80) wire between audio alarm
module and key-in-warning buzzer
switch.
Continuity. GO to step 4.
No continuity. LOCATE and REPAIR open in TAN
(159) wire between key-in-warning
buzzer switch connector and LH
door jamb switch connector.
Continuity. GO to step 5.
Continuity. GO to step 6.
No continuity. REPLACE LH doorjamb switch.
Continuity. REPLACE key-in-warning buzzer
switch.
No continuity. LOCATE and REPAIR open in BLK
(150) wire between LH door jamb
switch connector and ground.

LAMPS-ON WARNING ALARM DOES NOT OPERATE

TEST RESULT ACTION
1. Remove audio alarm module. Place Battery voltage. GO to step 2.
ignition switch in RUN. Turn lamps
switch ON. Connect voltmeter from No voltage. LOCATE and REPAIR open in PNK
PNK (39) wire at convenience (39) wire between convenience
center to ground. center and fuse block.

2. Connect voltmeter from GRA (8) Battery voltage. GO to step 3.

wire at convenience center to
ground. No voltage. LOCATE and REPAIR open in GRA
(8) wire between convenience
center and fuse block.
3. Check continuity of BLK (150) wire Continuity. REPLACE audio alarm module.
between convenience center and
ground. No continuity. LOCATE and REPAIR open in BLK
(150) wire between convenience
center and ground G202.
CIRCUIT OPERATION
SAFETY BELT WARNING BUZZER
With the Ignition Switch in START or RUN, voltage is
supplied to the Audio Alarm Module (buzzer or chime)
through the GAGES Fuse (#4) and the PNK (39) wire.
When the Ignition Switch is first turned to START or RUN,
voltage from the Audio Alarm Module is supplied to the
Fasten Safety Belt Indicator in the instrument cluster
through the YEL (234) wire. The indicator stays lit for about
five seconds.
If the driver’s safety belt is not buckled, a ground is
applied to the Audio Alarm Module through the BLK/WHT
(238) wire from the Safety Belt Retractor Switch. The
chime or buzzer will sound for about five seconds.
KEY-IN WARNING BUZZER
Voltage is supplied at all times to the Audio Alarm
Module through the STOP Fuse (#1) and the ORN (140)
wire. With the key in the Ignition Switch and the Ignition
Switch in ACC, LOCK or OFF, the chime or buzzer will
sound if the left door is open.
With the door open, the LH DoorJamb Switch closes to
ground. This provides a ground to the Audio Alarm Module
through the TAN (159) wire, the Key-ln Ignition Switch and
the LT GRN (80) wire. The chime or buzzer will sound as
long as the door is open or the key is in the Ignition Switch.
LAMPS-ON WARNING BUZZER
When the Light Switch is in HEAD or PARK, and the
Panel Dimmer Switch is not at the dimmest setting, voltage
is applied through the ILLUM Fuse (#14) to the Audio Alarm
Module through the GRA (8) wire. With the Panel Dimmer
Switch at its dimmest setting, the current to the Audio Alarm
module may not be enough to be sensed by the module.
When the Ignition Switch is turned to RUN or START,
voltage is supplied through the GAGES Fuse (#4) to the
Module through the PNK (39) wire. These two voltages are
sensed and the alarm is not sounded.
When the Ignition Switch is turned to LOCK, OFF or
ACC, the GAGES Fuse loses voltage. The Audio Alarm
Module senses the change. If voltage is still available from
the PANEL LPS Fuse, voltage from the STOP Fuse is
supplied to sound the alarm through the ORN (140) wire.
The alarm can be turned off by turning the Light Switch off.
The Module no longer senses voltage from the Light
Switch, so the alarm does not sound.
BLANK
GASOLINE ENGINES

I HOT IN R U N , B U L B T E S T OR S TA R T
 GASOLINE ENGINES

.3 5 P N K

S E E PAGE 8 A - 3 - 4
F O R M EA S U R IN G
AND H AN DLIN G
.3 5 P N K PR O C ED U RES
DIESEL ENGINES
DIESEL ENGINES

1
K ^ £ 2 0 0
.8 Y E L / B L K f 68~ ~
P100

.8 Y E L / B L K | 68

LO W ... "’ A "

C O O LA N T 1

LEV EL 1 2
SEN SO R

I
 O
COMPONENT LOCATION 201-PG FIG

o
Diagnostic Energy Reserve
Module (DERM).............. Behind center of l/P
Fuel Pump and Sender __ .. In fuel tank
Fuel Pump Oil Pressure
Switch .... ...................... LH rear of engine, near exhaust manifold............... ......... 21 .. . .
.. .. 24 .. .. 1
Fuse B lock........................ ..
Lower LH side of l/P .............................................. ........ 43 . . . . .. 55
Generator.......................... LH top of engine ................................................... ......... 21 .. . .
.. .. 24
Ignition Coil........................ ..
Center rear of engine............................................ 6, 9 . 9, 12
12, 15 15, 18
21 24
Ignition Switch ................... .. Under l/P, on steering column................................ .. .. 52, 53 .. 64, 65. .. 202-
Instrument Cluster.............. .. LH upper end of l/P .............................................. .. . . 32, 46 .. 39, 58 . .. 202-
Low Engine Coolant Level
Indicator Module ............ .. Under center of l/P
Low Engine Coolant Level
Sensor........................... .. RH rear side of radiator
Powertrain Control Module
(PCM) ........................... .. Under RH end of l/P .............................................. ........ 30 . . . . .. 35
Water-ln-Fuel Sensor....... .. Top rear of engine................................................. 17, 18 .. 20,21
19 22

CONNECTORS:
C 100............................. .. Engine harness, inline to l/P harness .................... .......5,31 .. . 8, 37 . .. 202
C 102............................. .. At bulkhead connector.......................................... .......5,31 .. . 8, 37 . .. 202-
C200 ............................. .. Under RH side of l/P, near blower motor ............... 30, 35 .. 35, 43 . .. 202

GROMMETS:
P 100............................. .. LH side of cowl
P101 ............................. .. RH lower cowl (engine compartment).................... .........21 . . . . 24

GROUNDS:
G202 ............................. .. l/P harness, 15 cm from data link connector .......... ........ 32 . . . . 38

SPLICES:
S118 (Diesel)................. .. Top rear of engine, near fuel heater........................ .........18. . . . .. 21
S 1 6 0 ............................. .. Upper rear of engine ............................................ 6, 9 . 9, 12
10, 12 13, 15
14, 15 17, 18
21 24
S 1 8 0 ............................. .. RH rear of engine
S 1 8 6 ............................. .. RH rear of engine................................................. ......... 6 .. . . ...9
S207 ............................. .. l/P harness, 4 cm from radio breakout ................... ........ 43 . . . . .. 55
S208 ............................. .. Behind LH side of l/ P ............................................ .........43 .. . . .. 55
S213 ............................. .. l/P harness, 4 cm from headlight switch breakout... .........43 .. . . .. 55
DIAGNOSIS

The following list of symptoms are not covered in this

section. The symptoms will be referenced to the
appropriate subject located within this manual or will show
what manual to use.

SYMPTOM FOR DIAGNOSIS

High Beam Indicator Does Not
Operate Properly............................................................. . See Headlamps (Section 8A-100)
Fasten Belts Indicator And Alarm
Do Not Operate Properly .................................................. See Safety Belt Warning Buzzer (Section 8A-76)
Brake Indicator Is Always L it............................................... See Brake Warning System (Section 8A-44)
Brake Indicator Does Not Light When Park Brake Is Applied . See Brake Warning System (Section 8A-44)
Malfunction Indicator Is Always L it..................................... . Refer To The 1995 Light Duty Fuel
And Emissions Manual.
Malfunction Indicator Does Not Light With The Ignition........ Refer To The 1995 Light Duty Fuel
Switch In Run And Engine Not Running And Emissions Manual.
Turn Indicator Does Not Operate Properly........................... See Front Exterior Lamps (Section 8A-110).
Wait Indicator Does Not Operate Properly ........................... Refer To The 1995 Light Duty Fuel
And Emissions Manual.
Service Fuel Filter Indicator Does Not Operate Properly....... See Diesel Engine Fuel Controls (Section 8A-26)

DIAGNOSIS — INSTRUMENT CLUSTER: WITH G A G ES

TROUBLESHOOTING HINTS:

1. Check condition of GAGES Fuse. If fuse is blown,

locate and repair source of overload. Replace fuse.

FUEL GAGE IS INACCURATE

TEST
1. Disconnect fuel pump and sender
connector. Connect one red lead of
tester J33431-B to PPL (30) wire
and other to ground. Set resistance
dials to 0 ohms and then to 90
ohms. Fuel gage should indicate
empty and then slowly move to full.
RESULT
Gage responds correctly.
Gage does not respond correctly.
ACTION
REPLACE fuel pump and sender.
CHECK for high resistance in PPL
(30) wire. If wire is good, REPLACE
fuel gage.

FUEL GAGE INDICATES FULL OR BEYOND AT ALL TIMES

TEST
1. Disconnect fuel pump and sender
connector and place ignition switch
in RUN. Connect fused jumper from
PPL (30) wire at fuel pump and
sender connector to ground.
RESULT
Fuel gage indicates full.
Fuel gage indicates empty.
ACTION
LOCATE and REPAIR open in PPL
(30) wire between fuel pump and
sender connector and instrument
cluster connector. If no open is
found, REPLACE fuel gage.
REPLACE fuel pump and sender.
 TEMPERATURE GAGE INDICATES HOT WITH ENGINE COOLANT
BELOW OPERATING TEMPERATURE AND IGNITION SWITCH IN RUN
TEST RESULT ACTION
1. Disconnect engine coolant Temperature gage indicates cold. REPLACE engine coolant
temperature sender connector and temperature sender.
place ignition switch in RUN.
Temperature gage does not indicate LOCATE and REPAIR a short in DK
cold. GRN (35) wire between engine
coolant temperature sender
connector and instrument cluster
connector. If no short is found,
REPLACE Temperature Gage.

TEMPERATURE GAGE INDICATES COLD ALL THE TIME

TEST
1. Disconnect engine coolant
temperature sender connector.
Ground the DK GRN (35) wire at
engine temperature sender
connector. Place ignition switch in
RUN.
RESULT
Temperature gage indicates hot.
Temperature gage does not indicate
hot.
ACTION
REPLACE engine coolant
temperature sender.
LOCATE and REPAIR open in DK
GRN (35) wire between engine
coolant temperature sender
connector and instrument cluster
connector. If wire is good, REPLACE
temperature gage.

TEMPERATURE GAGE IS NOT ACCURATE

TEST
1. Disconnect engine coolant
temperature sender connector.
Connect red lead from J 33431 -B
tester to DK GRN (35) wire and
other lead to ground Adjust
resistance dials to 1400 ohms and
then to 55 ohms. Temperature gage
should indicate cold then hot.
RESULT ACTION
Gage indicates correctly. REPLACE engine coolant
temperature sender.
Gage is not correct. LOCATE and REPAIR open in DK
GRN (35) wire between engine
coolant temperature sender
connector and instrument cluster
connector. If wire is good, REPLACE
temperature gage.

OIL PRESSURE GAGE INDICATES LOW PRESSURE WHEN OIL PRESSURE IS GOOD
TEST
1. Disconnect fuel pump oil pressure
switch and sender connector and
place ignition switch in RUN.
RESULT ACTION
Oil pressure gage indicates high REPLACE fuel pump oil pressure
pressure. switch and sender.
Oil pressure indicates no or low LOCATE and REPAIR short in TAN
pressure. (31) wire between fuel pump oil
pressure switch and sender
connector and instrument cluster
connector. If wire is good, REPLACE
oil pressure gage.
 OIL PRESSURE GAGE INDICATES HIGH PRESSURE AT ALL TIMES
TEST
1. Disconnect fuel pump oil pressure
switch and sender connector and
place ignition switch in RUN.
Connect fused jumper from TAN
(31) wire at fuel pump oil pressure
switch and sender connector to
ground.
TEST
1. Place ignition switch in RUN
position. Connect voltmeter
between positive and negative
terminals of the battery.
LOW COOLANT LEVEL INDICATOR DOES NOT LIGHT WITH COOLANT LEVEL LOW (DIESEL ONLY)
TEST
1. Disconnect low coolant level sensor Engine coolant level indicator lights.
connector and place ignition switch
in RUN. Observe engine coolant
level indicator light.
2. Disconnect low coolant level
indicator module connector.
Connect voltmeter from PNK (39)
wire at low coolant level indicator
module connector to ground.
3. Connect voltmeter from PNK (39)
wire to BLK (150) wire at low
coolant level indicator module
connector.
4. Connect voltmeter from GRA (69)
wire at low coolant level indicator
module connector C248 to ground.
RESULT ACTION
Oil pressure gage indicates low REPLACE fuel pump oil pressure
pressure or indicator lights. switch and sender.
Oil pressure gage indicates high LOCATE and REPAIR open in TAN
pressure or indicator does not light. (31) wire between fuel pump oil
pressure switch and sender
connector and instrument cluster
connector. If wire is good, REPLACE
oil pressure gage.
VOLTMETER IS NOT ACCURATE
RESULT ACTION
Voltage reading is same as vehicle’s Voltmeter is good.
voltmeter.
Voltage reading is different from LOCATE and REPAIR open in PNK
vehicle’s voltmeter. (39) wire and BLK (150) wire at
instrument cluster. If wires are good,
REPLACE voltmeter.
RESULT ACTION
REPLACE low coolant level sensor.
Engine coolant level indicator does GO to step 2.
not light.
Battery voltage. GO to step 3.
No voltage. LOCATE and REPAIR open in PNK
(39) wire between fuse block and
low coolant level indicator module
connector.
Battery voltage. GO to step 4.
No voltage. LOCATE and REPAIR open in BLK
(150) wire between low coolant level
indicator module connector and
instrument ground.
Battery voltage. GO to step 5.
No voltage. LOCATE and REPAIR open in GRA
(69) wire between low coolant level
indicator module connector and
instrument cluster connector.
 LOW COOLANT LEVEL INDICATOR DOES NOT LIGHT WITH
COOLANT LEVEL LOW (DIESEL ONLY) (CONTINUED)
TEST RESULT ACTION
5. Connect voltmeter from PNK (39) Battery voltage. LOCATE and REPAIR short to
wire to YEL/BLK (68) at low coolant ground in YEL/BLK (68) wire
level indicator module connector. between low coolant level indicator
module connector and low coolant
level sensor connector.
No voltage. REPLACE low coolant level
indicator module.

LOW COOLANT LEVEL INDICATOR IS LIT WHEN COOLANT LEVEL IS GOOD

TEST
1. Connect fused jumper from low
coolant level sensor connector to
ground. Place ignition switch in
RUN and observe engine coolant
level indicator light.
RESULT ACTION
Engine coolant level indicator goes REPLACE low coolant level sensor.
out.
Engine coolant level indicator stays LOCATE and REPAIR open in
lit. YELVBLK (68) wire between low
coolant level sensor connector and
low coolant level indicator module
connector. If wire is good, follow
diagnostic procedures listed under
symptom “Low Coolant Level
Indicator Does Not Light With
Coolant Level Low.”

FUEL GAGE INDICATES EMPTY WHEN THERE IS FUEL IN THE TANK

TEST RESULT ACTION
1. Disconnect fuel pump and sender Fuel gage indicates full. REPLACE fuel pump and sender.
connector and place ignition switch
in RUN. Fuel gage indicates empty. LOCATE and REPAIR a short in
PPL (30) wire between fuel pump
and sender connector and
instrument cluster connector. If not
short is found, REPLACE fuel gage.

OIL PRESSURE GAGE IS NOT ACCURATE

TEST
1. Disconnect fuel pump oil pressure
switch and sender connector.
Connect one red lead of J33431B
tester to TAN (31) wire at fuel pump
oil pressure switch and sender
connector and other lead to ground.
Set resistance dials to 0 ohms and
then to 90 ohms. The oil pressure
gage should indicate low pressure
and then high pressure.
RESULT ACTION
Oil pressure gage indicates REPLACE fuel pump oil pressure
correctly. switch and sender.
Oil pressure gage does not indicate LOCATE and REPAIR open in TAN
correctly. (31) wire between fuel pump oil
pressure switch and sender
connector and instrument cluster
connector. If wire is good, REPLACE
oil pressure gage.
CIRCUIT OPERATION
FUEL GAGE
The pointer of the Fuel Gage is moved by the magnetic
fields of two coils. The coils are at right angles to each
other. Battery voltage is applied to the E-coil and the circuit
divides at the opposite end of the coil. One path continues
to ground through the F-coil. Another goes to ground
through the variable resistor of the Fuel Gage Sender.
When the tank is low, the resistance of the Sender is
low. A large flow of current passes through the E-coil and
the Fuel Gage Sender resistor. This moves the pointer
toward E on the scale. When the tank is full, the Sender
resistance is high. More current now flows through the
F-coil, moving the pointer toward F on the scale.
With two coils operating the pointer, the Gage is not
affected by changes in the system’s battery voltage.
OIL PRESSURE GAGE
The engine oil pressure is displayed by the Oil
Pressure Gage. The pointer of the Gage is moved by two
coils, and its operation is similar to that of the Fuel Gage.
The Oil Pressure Sender is connected to the junction of
the two coils. It has low resistance when the oil pressure is
low, and high ohms resistance when the oil pressure is
high. This changing resistance changes the current flow
through the coils. The magnetic fields of the coils move the
pointer from low to high.
TEMPERATURE GAGE
The Temperature Gage is also operated by two coils.
Battery voltage is applied to both coils. One is grounded
directly and the other is grounded through the Engine
Temperature Sender. This has 55 ohms resistance at
123°C (260°F) (hot coolant) and its resistance becomes
greater at low temperatures. It is approximately 1400
ohms at 47°C (100°F). This causes the current through the
Sender to increase as the coolant temperature increases
which moves the pointer.
VOLTMETER
The Voltmeter measures the electrical system’s
voltage with the Ignition Switch in RUN or START. With the
engine stopped, the Voltmeter indicates Battery condition.
With the engine running, the Voltmeter indicates Charging
System operation.
ENGINE COOLANT LEVEL INDICATOR
The Engine Coolant Level Indicator comes on to warn
the driver when a low level of coolant exists in the radiator.
Battery voltage is applied to the Engine Coolant Level
Indicator Module. When a low coolant condition exists, a
signal is sent to the Engine Coolant Level Indicator Module
from the Engine Coolant Level Sensor. The Engine
Coolant Level Indicator Module will provide a ground to the
Engine Coolant Level Indicator.
The Engine Coolant Level Sensor is not a switch that
opens and closes. It has a very high resistance to ground,
more that 50,000 ohms, when the engine coolant level is
low. This causes the Engine Coolant Level Indicator
Module to illuminate the Engine Coolant Level Indicator.
With more of the Sensor covered by coolant, its resistance
decreases. When the fluid level is good, the resistance will
be less than 10,000 ohms. With the Sensor resistance
between 10,000 and 50,000 ohms, the Sensor is partly
covered and the fluid is not low enough to cause the
warning to be displayed.
OIL PRESSURE INDICATOR
The Oil Pressure Indicator comes on to warn the driver
when the engine oil pressure is low. Battery voltage is
applied to one side of the bulb. A ground path is provided
by the Oil Pressure Switch. It is closed when the oil
pressure is below 27 kPa (4 psi). This tests the bulb when
the Ignition Switch is turned on to start the engine. After the
engine starts and normal oil pressure builds up, the Oil
Pressure Switch opens. The Oil Pressure Indicator goes
out.
SHIFT INDICATOR
With Manual Transmission, the SHIFT Indicator
illuminates when the vehicle should be shifted to the next
higher gear for better fuel economy. Battery voltage is
applied to one side of the bulb. The other side of the bulb is
switched to ground by the ECM which uses engine data
such as rpm, vehicle speed and intake manifold vacuum to
compute an efficient shift point.
HOT IN RUN OR S TA R T
Figure 1 - Compass Variation Zones
COMPONENT LOCATION 201 -PG FIG CONN
Fuse B lock....... Lower LH side of l/P ........................................................4 3 ..........55

GROUNDS:
G202 ............ l/P harness, 15 cm from data link connector .................... 3 2 ..........38

SPLICES:
S208 ............ Behind LH side of l/P .......................................................4 3 ..........55
S213 ............ l/P harness, 4 cm from headlight switch breakout............. 4 3 ..........55
S333 ............ Rearview mirror harness, near mirror
 DIAGNOSIS — ELECTRONIC COMPASS
TROUBLESHOOTING HINTS:
1. Check GAUGES fuse. If fuse is blown, locate and
repair source of overload, recheck fuse.
COMPASS DISPLAY INOPERATIVE
TEST RESULT
1. Disconnect rearview mirror Test lamp lights.
connector. Place test lamp from
PNK/BLK (39) wire at rearview Test lamp does not light.
mirror connector to ground place
ignition switch in RUN.
2. Place test lamp from PNK/BLK (39) Test lamp lights.
wire to BLK (150) wire at rearview
mirror connector. Test lamp does not light.
CIRCUIT OPERATION
COMPASS DISPLAY
The Compass Display circuitry is entirely contained
within the Rearview Mirror.
The compass display is located on the mirror. It
presents directional displays relative to symbolic horizon
lines and road lines.
The electronic compass includes a fluxgate magnetic
field sensor and a microprocessor. The microprocessor
receives inputs from the sensor, processes them and
provides outputs to the compass display which indicates
the vehicle heading, relative to the Earth’s magnetic fields.
SETTING THE COMPASS ZONE
To set the compass to the proper zone, first determine
the correct zone for your location by referring to Figure 1.
Once the correct zone is determined, display the compass
zone setting by pressing the calibrate switch in the mirror.
The calibrate switch can be pressed by inserting the end of
a paper clip in the hole on the bottom of the mirror.
Continue to press and hold the calibrate switch for five
seconds until the zone number appears in the display.
When the zone setting is displayed it can be changed by
again pressing the calibrate switch, until the correct zone
appears. Once the correct zone appears, stop pressing
the calibrate switch and the display will show compass
direction within a few seconds. The zone setting will not be
ACTION
GO to step 2.
LOCATE and REPAIR open in
PNK/BLK (39) wire between
rearview mirror connector and fuse
block.
REPLACE rearview mirror.
LOCATE and REPAIR open in BLK
(150) wire between rearview mirror
connector and ground.
lost when the mirror and the ignition are turned off. The
zone should require resetting only when the vehicle is
outside of the zone for which it is set.
The compass in the mirror is an “autocal” compass.
This means the mirror will automatically calibrate itself so
that the unique magnetic fields in each vehicle do not cause
the mirror to display the wrong direction. When the
compass is calibrating a “C” will be displayed. The mirror
will calibrate itself during your normal driving routine.
When calibration is complete the “C” in the display will
change to the correct directional heading. Once the mirror
is calibrated it will not normally need to be recalibrated. If it
does need to be recalibrated it will occur automatically
without any input from the driver. Turning the mirror or the
vehicle off will not cause the calibration to be lost.
If desired the compass can be manually recalibrated
as follows:
1. If the “C” is already being displayed, simply drive the
vehicle slowly (5 mph or less) in a 360 degree circle
until the display reads a compass direction. This will
probably calibrate the compass quicker than it would
calibrate automatically.
2. If the “C” is not already being displayed turn the
vehicle ignition on and the compass mirror on.
Depress the calibrate switch by inserting the end of a
paper clip in the hole on the bottom of the mirror and
hold it for 10 seconds until the letter “C” appears in
the display. The display will show a number first, but
keep holding it until the letter “C” appears. Once the
letter “C” appears in the display, drive the vehicle
slowly (5 mph or less) in a 360 degree circle until the
display reads a compass direction.
COMPONENT LOCATION 201-PG FIG CONN
Fuse B lock........................... Lower LH side of l/P ......................................................... 4 3 ..........55
Windshield Washer Pum p__ At washer reservoir......................................................... 3, 5 ___ 6, 8
Wiper/Washer Switch............Part of multi-function switch, LH upper steering column . .1,18 ... 3, 21 . .. 2 0 2 -2 7
Wiper Motor and Module.......Center rear engine compartment, at cowl........................... 1 .......... 3 ... .. 2 0 2 -2 7

CONNECTORS:
C 10 0................................ Engine harness, inline to l/P harness .............................. 5, 31 ... 8, 37 . .. 202-0
C266 ................................ At steering column under c o w l..........................................5 2 ..........64 . . 2 0 2 -3

GROMMETS:
P101 ................................ RH lower cowl (engine compartment)

GROUNDS:
G 106................................ Rear of RH cylinder head ............................................... 9,11... 12,14
12,15 15,18
17,19 20,22
20 23

SPLICES:
S118 ................................ Engine harness, 5 cm from A/C pressure switch breakout 6, 9 ___ 9,12
11,12 14,15
15 18
S118 (Diesel).................... Top rear of engine, near fuel heater................................... 18.......... 21
 DIAGNOSIS — WIPER/WASHER: PULSE

TROUBLESHOOTING HINTS:

1. Check condition of FRT WIPER Fuse #11. If fuse is

blown, locate and repair source of overload. Replace
fuse.

WIPERS DO NOT OPERATE IN ANY MODE

TEST
1. Disconnect wiper switch connector.
Connect test lamp from YEL (143)
wire at wiper/washer switch
connector to ground. Place ignition
switch in RUN.
RESULT ACTION
Test lamp lights. GO to step 2.
Test lamp does not light. LOCATE and REPAIR open in YEL
(143) wire from wiper/washer switch
connector to fuse block.

2. Connect wiper/washer switch Test lamp lights. GO to step 3.

connector. Position switch in LO.
Connect test lamp from BRN (96)
wire at wiper/washer switch
connector to ground.
3. Check continuity of BRN (96) wire
between wiper/washer switch
connector and wiper motor and
module connector.
4. Check continuity of BLK (150) wire
between wiper motor and module
connector and ground.
Test lamp does not light. REPLACE wiper/washer switch.
Continuity. GO to step 4.
No continuity. LOCATE and REPAIR open in BRN
(96) wire between wiper/washer
switch connector and wiper motor
and module connector.
Continuity. REPLACE wiper motor and module.
No continuity. LOCATE and REPAIR open in BLK
(150) wire between wiper motor and
module connector and ground.

WIPERS DO NOT OPERATE AT HIGH SPEED

TEST
1. Disconnect wiper motor and
module connector. Place ignition
switch in ACC and wiper switch in
HI position. Connect test lamp from
PPL (92) wire at wiper motor and
module connector to ground.
2. Connect test lamp from PPL (92)
wiper/washer switch connector to
ground.
RESULT ACTION
Test lamp lights. REPLACE wiper motor and module.
Test lamp does not light. GO to step 2.
Test lamp lights. LOCATE and REPAIR open in PPL
(92) wire from wiper/washer switch
connector to wiper motor and
module connector.
Test lamp does not light. REPLACE wiper/washer switch.
 WIPERS DO NOT OPERATE AT LOW SPEED
TEST
1. Disconnect wiper motor and
module connector. Place ignition
switch in ACC and wiper/washer
switch in LO position. Connect test
lamp from BRN (96) wire at wiper
motor and module connector to
ground.
2. Connect test lamp from BRN (96)
wire at wiper/washer switch
connector to ground.
NO DELAY IN THE PULSE (DELAY) MODE
TEST
1. Disconnect wiper/washer switch
connector. Place wiper switch to LO
position. Connect ohmmeter from
BRN (96) wire terminal to YEL
(143) wire terminal at wiper switch.
2. Move wiper switch through delay
range to maximum delay position.
TEST
1. Disconnect wiper/washer motor
module connector. Place ignition
switch in ACC and wiper switch to
LO position. Connect test lamp
from BRN (96) wire at wiper motor
and module connector to ground.
2. Move wiper switch to HI position.
Connect test lamp from PPL (92)
wire at wiper motor and module
connector to ground.
3. Connect test lamp from YEL (143)
wire at wiper motor and module
connector to ground.
RESULT
Test lamp lights.
Test lamp does not light.
Test lamp lights.
Test lamp does not light.
RESULT
A reading of approximately 680
ohms.
A reading of less than or greater
than 680 ohms.
Readings increase in steps to
approximately 450 k ohms.
Readings are incorrect.
WIPERS WILL NOT SHUT OFF
RESULT
Test lamp lights.
Test lamp does not light.
Test lamp lights.
Test lamp does not light.
Test lamp lights.
Test lamp does not light.
ACTION
REPLACE wiper motor and module.
GO to step 2.
LOCATE and REPAIR open in BRN
(96) wire from wiper/washer switch
connector to wiper motor and
module connector.
REPLACE wiper/washer switch.
ACTION
GO to step 2.
REPLACE wiper/washer switch.
LOCATE and REPAIR open in BRN
(96) wire or YEL (143) wire from
wiper/washer switch connector to
wiper motor and module. If wires are
good, REPLACE wiper/washer
switch.
REPLACE wiper switch.
ACTION
GO to step 2.
LOCATE and REPAIR open in BRN
(96) wire from wiper motor and
module connector to wiper/washer
switch connector.
GO to step 3.
LOCATE and REPAIR open in PPL
(92) wire from wiper motor and
module connector to wiper/washer
switch connector.
REPLACE wiper motor and module.
LOCATE and REPAIR open in YEL
(143) wire from wiper motor and
module connector to ground.

TEST
1. Disconnect washer pump motor
connector. Place ignition switch to
ACC and wiper switch to WASH.
Connect test lamp from RED (228)
wire at washer pump motor
connector to ground.
2. Connect test lamp from RED (228)
wire to BLK (150) wire at washer
pump motor connector.
3. Connect test lamp from BRN (96)
wire at wiper motor module
connector to ground.
WASHER WILL NOT OPERATE
RESULT
Test lamp lights.
Test lamp does not light.
Test lamp lights.
Test lamp does not light.
Test lamp lights.
Test lamp does not light.
ACTION
GO to step 2.
GO to step 3.
REPLACE washer pump motor.
LOCATE and REPAIR open in BLK
(150) wire from washer pump motor
connector to ground.
REPLACE wiper motor and module.
LOCATE and REPAIR open in BRN
(96) wire from wiper motor module
connector to wiper switch connector.
If wire is good, REPLACE wiper
switch.

CIRCUIT OPERATION

WIPERS (PULSE)
The pulse-type Wiper/Washer System includes an
operating mode in which the wipers make single strokes
with an adjustable time interval between strokes. The time
interval is controlled by a Solid-State Pulse/Speed/Wash
Control in the Wiper Motor Module. The duration of the
relay interval is determined by the Pulse Delay Resistance
in the Wiper/Washer Switch.
LOW SPEED
In the LO position, the Wiper/Washer Switch supplies
voltage to the BRN (96) wire and the Pulse/Speed/Wash
Control. The Pulse/Speed/Wash Control provides ground
to the Park/Run Relay which is energized and supplies
voltage to the brushes of the Wiper Motor. The wipers run at
low speed until they are turned off.
a second armature terminal of the Wiper Motor. The wipers
run at high speed. When the Wiper/Washer Switch is
turned to OFF, the wipers complete the last sweep at low
speed and park.
PARK
When the wipers are turned off, the Wiper Motor runs
at low speed until the wiper blades reach the PARK
position. At that time the Park/Run Relay opens and shunts
the Wiper Motor to stop it immediately. The wiper blades
remain in the PARK position.
MIST
When the control is moved to MIST and released, the
wipers make one sweep at low speed and return to PARK.
The circuit operation is the same as low speed.

HIGH SPEED

With the Wiper/Washer Switch in the HI position,

battery voltage is supplied from the PPL (92) wire directly to
PULSE
With the Wiper/Washer Switch in PULSE (Delay),
voltage is applied to the BRN (96) wire, the Wiper Motor
Module and the Solid-State Control Board. Voltage is
supplied to the Park/Run Relay coil which is momentarily
grounded by the Pulse/Speed/Wash Control circuit and the
relay closes. Battery voltage is supplied through the closed
contacts of the relay to run the Wiper Motor. The relay
remains energized as long as the contacts of the Park/Run
Switch remain closed. When the wiper blades have
reached PARK, the Park/Run Switch opens, de-energizing
the Park/Run Relay. The wiper blades remain in PARK until
the Control Board grounds the Park/Relay coil to start
another sweep. The delay time between sweeps is
controlled by the pulse delay resistors. The delay can be
adjusted from 0 to 43 seconds.
WASHER (PULSE WIPER)
When the Washer Switch is depressed, voltage is
supplied to the Solid-State Control Board. The Control
Board supplies battery voltage to the Washer Motor
through the RED (228) wire. It also starts the wiper cycle
through the low speed brushes of the Wiper Motor. The
washer continues to run as long as the switch is held down.
The Solid-State Control Board keeps the wipers on for
approximately six seconds after the washer goes off. If the
washer is switched on during the PULSE operation, the
wipers run in low speed for six seconds. The wash cycle is
completed before the wipers return to the delayed pulse
operation.
The Wiper Motor is equipped with a circuit breaker
which protects the motor when the wipers are blocked. The
resulting high current will open the circuit breaker which will
reset upon cooling.
S402 0 , 0 S208

5 BLK | 150 3 BLK | 150

G 202
G 400

~ R E A R BO D Y !/f
GROUND
GROUND
COMPONENT LOCATION 201-PG FIG
Convenience Center............ . Under LH side of l/P ................................................... ..4 ,3 3 .. . 7,40
35, 37 44, 48
38, 41 50, 53
44, 45 56, 57
47, 50 59,62
55, 66 67, 83
Fuse B lock.......................... . Lower LH side of l/P ................................................... ... 43 . . . . .. 55
Rear Window Washer Pump . . At washer reservoir.................................................... ... 3 . . . . ...6
Rear Window Wiper and
Washer Switch................. . Center of l/P .............................................................. ... 45 . . . . .. 57 . 202-26
Rear Window Wiper/Washer
Module ........................... . On lower rear liftgate glass........................................
Windshield Washer Pump ... . At washer reservoir.................................................... .. 3, 5 ... . 6,8
Wiper/Washer Switch.......... . Part of multi-function switch, LH upper steering column ..1 ,1 8 .. . 3,21 202-27
Wiper Motor and Module__ . Center rear engine compartment, at cowl.................... ... 1 . . . . . . . 3 ..

CONNECTORS:
C260 ............................... . At convenience center............................................... . 30, 38 .. 35, 50
45 57
C406 ................................ RH upper rear body in front-to-rear body harness,
11cm from CHMSL lead............................................... 6 9 ......... 88 . . . . 202-20

GROMMETS:
P120 ................................ At lower LH co w l.............................................................. 4 5 .......... 57
P405 ................................ At endgate window frame ................................................ 6 9 .......... 88

GROUNDS:
G202 ................................ l/P harness, 15 cm from data link connector ......................3 2 .......... 38
G400 (Suburban) ..............At RH C—pillar
G400 (Utility) .................... At RH C-pillar

SPLICES:
5207 l/P harness, 4 cm from radio breakout .............................. 4 3 .......... 55
5208 Behind LH side of l/ P ....................................................... 4 3 .......... 55
S285 ................................ l/P harness, 4 cm from DERM breakout............................ 4 5 .......... 57
S402 (Suburban/Utility)__ Front to rear body harness, 12 cm from RH speaker
breakout..................................................................... 6 8 .......... 86
 DIAGNOSIS — REAR WIPER/WASHER

TROUBLESHOOTING HINTS:

1. Check to see if RR WPR Fuse is blown. If fuse is 2. If fuse is not blown, proceed with the following
blown, locate and repair source of overload. Replace diagnostic procedures,
fuse.

REAR WIPER DOES NOT OPERATE IN ANY MODE

TEST
1. Turn ignition switch to ACC or
RUN. Connect test lamp from
WHT (393) wire at rear
wiper/washer switch connector to
ground.
2. Connect test lamp from GRA (391)
wire at rear wiper/washer switch
connector to ground. Move rear
wiper switch to LO position.
Repeat at LT BLU (97) wire with
wiper/washer switch in HI.
3. Disconnect rear wiper motor and
module connector. Connect test
lamp from GRA (391) wire at
connector to ground. Move rear
wiper/washer switch to LO position.
Repeat at LT BLU (97) wire with
switch in HI.
RESULT
Test lamp lights.
Test lamp does not light.
Test lamp lights at both wires.
Test lamp does not light at one or
both wires.
Test lamp lights at both wires.
Test lamp does not light at one or
both wires.
ACTION
GO to step 2.
LOCATE and REPAIR open in WHT
(393) wire between rear
wiper/washer switch connector and
fuse block.
GO to step 3.
REPLACE rear wiper/washer switch.
GO to step 4.
LOCATE and REPAIR open in GRA
(391) or LT BLU (97) wire between
rear wiper motor and module
connector to rear wiper/washer
switch connector.

4. Connect test lamp from GRA (391)
wire to BLK (150) wire at rear wiper
motor and module connector.
Move rear wiper/washer switch to
LO.
Test lamp lights.
Test lamp does not light.
REPLACE rear wiper motor and
module.
LOCATE and REPAIR open in BLK
(150) wire between rear wiper motor
and module connector to ground.

REAR WIPER DOES NOT OPERATE AT HIGH SPEED

TEST
1. Connect test lamp from DK GRN
(392) wire at rear wiper/washer
switch connector to ground. Move
switch to HI position.
2. Disconnect rear wiper motor and
module connector. Connect test
lamp from LT BLU (97) wire at rear Test lamp does not light.
wiper motor and module connector
to ground. Move rear wiper/washer
switch to HI position.
RESULT ACTION
Test lamp lights. GO to step 2.
Test lamp does not light. REPLACE rear wiper/washer switch.
Test lamp lights. REPAIR rear wiper/washer module.
LOCATE and REPAIR open in LT
BLU (97) wire between rear wiper
motor and module connector and
rear wiper/washer switch connector.
 REAR WIPER DOES NOT OPERATE AT LOW SPEED
TEST
1. Connect test lamp from GRA (391)
wire at rear wiper/washer switch
connector to ground. Move switch
to LO position.
2. Disconnect rear wiper motor and Test lamp lights.
module connector. Connect test
lamp from GRA (391) wire at rear Test lamp does not light.
wiper motor and module connector
to ground. Move rear wiper/washer
switch to LO position.
REAR WIPER WILL NOT SHUT OFF OR PARK
TEST
1. Turn ignition switch to ACC or RUN
and rear wiper/washer switch to
OFF. Connect test lamp from GRA
(391) wire at rear wiper motor and
module connector to ground.
2. Check for continuity of BLK (150)
wire at rear wiper motor and
module connector.
TEST
1. Place ignition switch to ACC or
RUN and rear washer switch to
ON. Connect test lamp from DK
GRN (392) wire at rear
wiper/washer switch connector to
ground.
2. Disconnect rear washer pump
motor connector. Connect test
lamp from DK GRN (392) at rear
washer pump motor connector to
ground. Place rear wiper/washer
switch in “WASH”.
3. Connect test lamp from DK GRN
(392) wire to BLK (150) wire at rear
washer pump motor connector.
RESULT ACTION
Test lamp lights. GO to step 2.
Test lamp does not light. REPLACE rear wiper switch.
REPAIR rear wiper/washer module.
LOCATE and REPAIR open in GRA
(391) wire between rear wiper motor
and module connector rear
wiper/washer switch connector.
RESULT ACTION
Test lamp lights. REPLACE rear wiper/washer switch.
Test lamp does not light. GO to step 2.
Continuity. REPLACE rear wiper motor and
module. Refer to Section 8E in the
1995 C/K Service Manual.
No continuity. LOCATE and REPAIR open in BLK
(150) wire between rear wiper motor
and module connector and ground.
REAR WASHER INOPERATIVE
RESULT ACTION
Test lamp lights. GO to step 2.
Test lamp does not light. REPLACE rear wiper/washer switch.
Test lamp lights. GO to step 3.
Test lamp does not light. LOCATE and REPAIR open in DK
GRN (392) wire between rear
washer pump motor connector and
rear wiper/washer switch connector.
Test lamp lights. REPLACE rear washer pump.
Test lamp does not light. LOCATE and REPAIR open in BLK
(150) wire between rear washer
pump motor connector and ground.
CIRCUIT OPERATION
PULSE REAR WIPER/WASHER
Voltage to the Rear Wiper/Washer is supplied through
the ACC-IGN circuit breaker and WHT (393) wire with the
Ignition Switch in ACC or RUN.
WIPERS
In addition to the features of a conventional
(non-pulse) Wiper System (MIST, LO and HI speeds), the
Rear Pulse Wiper/Washer System includes an operating
mode in which the wipers make single strokes with an
adjustable time interval between strokes. The time interval
is controlled by a Solid-State Pulse/Speed/Wash Control
in the Wiper Motor Module. The duration of the relay
interval is determined by the Pulse Delay Resistance in the
Wiper/Washer Switch.
In the LO position, the Wiper/Washer Switch supplies
voltage to the GRA (391) wire and the Pulse/Speed/Wash
Control. The Pulse/Speed/Wash Control provides ground
to the Park/Run Relay which is energized and supplies
voltage to the brushes of the Wiper Motor. The wipers run
at low speed until they are turned off.
With the Wiper/Washer Switch in the HI position,
battery voltage is supplied from the DK GRN (392) wire
directly to a second armature terminal of the Wiper Motor.
The wipers run at high speed. When the Wiper/Washer
Switch is turned to OFF, the wipers complete the last sweep
at low speed and park.
When the wipers are turned off, the Wiper Motor runs
at low speed until the wiper blades reach the PARK
position. At that time the Park/Run Relay opens and shunts
the Wiper Motor to stop it immediately. The wiper blades
remain in the PARK position.
When the control is moved to MIST and released, the
wipers make one sweep at low speed and return to PARK.
The circuit operation is the same as low speed.
With the Wiper/Washer Switch in PULSE, voltage is
supplied to the GRA (391) wire, the Wiper Motor Module
and the Solid-State Control Board. Voltage is supplied to
the Park/Run Relay coil which is momentarily grounded by
the Pulse/Speed/Wash Control circuit and the relay closes.
Battery voltage is supplied by the LT BLU (97) wire through
the closed contacts of the Relay to run the Wiper Motor at
LO speed. The relay remains energized as long as the
contacts of the Park/Run Switch remain closed. When the
wiper blades have reached PARK, the Park/Run Switch
opens, de-energizing the Park/Run Relay. The wiper
blades remain in PARK until the Control Board grounds the
Park/Relay coil to start another sweep. The delay time
between sweeps is controlled by the pulse delay resistors.
The delay can be adjusted from 0 to 43 seconds.
WASHER
When the Washer Switch is depressed, voltage is
supplied to the Solid-State Control Board in the Wiper
Control Module. The Wiper Switch supplies battery
voltage to the Washer Motor through the DK GRN (392)
wire. It also starts the wiper cycle through the low speed
brushes of the Wiper Motor. The washer continues to run
as long as the switch is held down. The Solid-State Control
Board keeps the wipers on for approximately six seconds
after the washer goes off. If the washer is switched on
during the PULSE operation, the wipers run in low speed
for six seconds. When the wash cycle is completed the
Wipers return to the pulse operation.
The Wiper Motor is equipped with a circuit breaker
which protects the motor when the wipers are blocked. The
resulting high current will open the circuit breaker which will
reset upon cooling.
— L H _ F °R W A R p ~ R H FO RW ARD

LAM P LA M P

GROUND GROUND
 c H /~ S
HOT AT A L L TIM ES I

A
S E E PAGE 8 A - 2 - 1
FO R M EASU R IN G
AND H ANDLING
PR O C ED U R ES

1 BLK
AVI 151
.8 8 L K
S E E GROUND
S103 £ ■ m am DISTRIBU TIO N
1 D K B L U /W H T 1 593 SECTIO N 8 A - 1 +
2 BLK | 1 51 G1Q 5

F O C 11 0
LAM P GROUND G 202

l/ P
150
GROUND
COMPONENT LOCATION 201-PG FIG CONN
Convenience Center............ . Under LH side of l/P ............................................ ........ 4,33 . .. 7, 40
35, 37 44, 48
38,41 50, 53
44, 45 56, 57
47, 50 59, 62
55, 66 67, 83
Fog Lamp Relay ................. . Under LH end of l/P ....................................................... 50 ... ... 62 . . 202-22
Fog Lamp Switch................. . RH side of instrument cluster......................................... 50 ... ... 62 . . 202-22
Fog Lamp, LH .................... . At LH lower end of front bumper ......................... ............ 0 ... . . . . 1
Fog Lamp, R H .................... . At RH lower end of front bumper..................................... 0 ... . . . . 1
Fuse Block......................... . Lower LH side of l/P ........................................... ............43 ... . . . 5 5
Head Light (Off/On) & Panel
Dimmer Switch................. . Upper LH side of l/P ........................................... .......... 21 ... ... 32 . .. 202-23
Head Light Dimmer Switch .. . Lower LH side of steering column ....................... ............53 ... ... 65 . .. 202-23
Headlamp, High Beam, LH .. . LH front of vehicle
Headlamp, High Beam, RH . . RH front of vehicle
Headlamp, High/Low Beam,
LH .................................. . LH front of vehicle
Headlamp, High/Low Beam,
RH .................................. . RH front of vehicle
Headlamp, Low Beam, LH .. . LH front of vehicle
Headlamp, Low Beam, RH .. . RH front of vehicle
Instrument Cluster............... . LH upper end of l/P .......................................... 32, 46 . . 39,58 .. 202-9

CONNECTORS:
C 100.............................. . Engine harness, inline to l/P harness ................. .......... 5,31 . .. 8, 37 .. 202-0
C 18 3.............................. ,. Forward lamp harness, inline to l/P harness ....... ............50 ... ... 62 . ..202-17
C266 .............................. ,. At steering column under co w l........................... ............52 ... 64 . .. 202-3

GROMMETS:
P102 .............................. .. Lower LH cowl, above convenience center ........ ............35 ... 43

GROUNDS:
G 104.............................. .. On LH radiator support ..................................... .......... 2,3 .. . . 5 , 6
G 105.............................. .. RH inner fender, near battery............................ .......... 2,3 .. . . 4 , 6
G202 .............................. .. l/P harness, 15 cm from data link connector....... ............32 ... . . . 3 8

SPLICES:
5101 ............... LH side, near headlamp........................................... . . . . 3 ...
CD

5102 . . . . 3 ...
CO

............... LH side, near headlamp...........................................

S103 ............... ............... RH side, near headlamp .......................................... ... 2, 3 .. . 5,6
S104 ............... ............... LH side, near headlamp........................................... . . . . 3 ... ... 6
S136 ............... ............... l/P harness, 12.5 cm from C100 breakout ................ . . . 6, 9 . 9, 12
10, 12 13, 15
14,15 17, 18
20 23
S195 ............... ............... LH side, near headlamp........................................... ....... 3 ... ....6
S207 ............... ............... l/P harness, 4 cm from radio breakout ..................... .......43 . . . ...55
S211 ............... ............... l/P harness, 15 cm from headlight switch breakout . . .......44 . . . ...56
S277 ............... ............... l/P harness, 8 cm from DERM breakout.................... .......54 ... ...66
 DIAGNOSIS — HEADLIGHTS AND FOG LIGHTS

TROUBLESHOOTING HINTS:

1. Check condition of DRL-FOG fuse. If fuse is blown,

locate and repair source of overload.

HEADLAMPS DO NOT ILLUMINATE HIGH OR LOW BEAMS — BOTH SIDES

TEST RESULT ACTION
1. Connect test lamp from RED (2) Test lamp lights. GO to step 3.
wire at headlight and panel dimmer
switch connector to ground. Test lamp does not light. GO to step 2.

2. Connect test lamp from RED (2)
wire at connector C202 to ground.
3. Place the light switch in ON and the Test lamp lights.
headlamp dimmer switch in HIGH
BEAM. Connect test lamp from
YEL (10) wire at light switch
connector C204 to ground.
4. Connect test lamp from YEL (10)
wire at headlight dimmer connector
to ground.
Test lamp lights. LOCATE and REPAIR open in RED
(2) wire between connector C202
and headlight and panel dimmer
switch connector.
Test lamp does not light. LOCATE and REPAIR open in RED
(2) wire or BLK (2) fusible link
between connector C202 and
Battery Junction Block.
GO to step 4.
Test lamp does not light. REPLACE headlight and panel
dimmer switch.
Test lamp lights. REPLACE headlight and panel
dimmer switch.
Test lamp does not light. LOCATE and REPAIR open in YEL
(10) wire between headlight and
panel dimmer switch connector and
headlight dimmer switch connector.

LOW BEAM LAMP(S) DO NOT OPERATE (SINGLE HEADLAMPS)

TEST RESULT ACTION
1. Place headlight and panel dimmer Test lamp lights. GO to step 2.
switch in ON and headlight dimmer
switch in LOW BEAM position.
Connect test lamp from TAN (12) Test lamp does not light. GO to step 3.
wire at inoperative lamp(s) to
ground.
 LOW BEAM LAMP(S) DO NOT OPERATE (SINGLE HEADLAMPS) (CONTINUED)
TEST
2. Connect test lamp from TAN (12)
wire to BLK (151) wire at RH
headlamp connectors or from TAN
(12) wire to DK BLU/WHT (593)
wire at LH headlamp connector.
3. Connect test lamp from TAN (12)
wire at headlight dimmer switch
connector to ground.
HIGH BEAM LAMP(S) DO NOT OPERATE (SINGLE HEADLAMPS)
TEST
1. Place headlight and panel dimmer
switch in ON and headlight dimmer
switch in HIGH BEAM position.
Connect test lamp from LT GRN
(11) wire at inoperative lamp(s) to
ground.
2. Connect a test lamp from LT GRN
(11) wire to DK BLU/WHT (593) LH
or BLK (151) RH wire(s) at LH or
RH headlamp connectors.
3. Connect test lamp from LT GRN
(11) wire at headlight dimmer
switch connector to ground.
RESULT ACTION
Test lamp lights. REPLACE headlamp(s).
Test lamp does not light. LOCATE and REPAIR open in BLK
(151) wire from RH headlamp
connector to ground G105 or
LOCATE and REPAIR open in DK
BLU/WHT (593) wire from LH
headlamp connector, to bulkhead
connector C100 or BLK (150) wire
from C100 to splice S207 or from
splice S207 to l/P ground G202.
Test lamp lights. LOCATE and REPAIR open in BLK
(151) wire from RH headlamp
connector to ground G105 or
LOCATE and REPAIR open in DK
BLU/WHT (593) wire from LH
headlamp connector to bulkhead
connector C100 or BLK (150) wire
from C100 to splice S207 or from
splice S207 to l/P ground G202.
Test lamp does not light. REPLACE headlight dimmer switch.
RESULT ACTION
Test lamp lights. GO to step 2.
Test lamp does not light. GO to step 3.
Test lamp lights. REPLACE headlamp(s).
Test lamp does not light. LOCATE and REPAIR open in BLK
(151) wire at RH headlamp
connector to ground connection
G105 or from LH headlamp
connector to l/P ground G202.
Test lamp lights. LOCATE and REPAIR open in LT
GRN (11) wire from LH or RH
headlamp connector(s) to headlight
dimmer switch connector.
Test lamp does not light. REPLACE headlight dimmer switch.

TEST
1. Place fog lamp switch in ON and
light headlight and panel dimmer
switch in OFF. Connect test lamp
from PPL (34) wire at connector
C183 to ground.
2. Connect test lamp from PPL (34)
wire at fog lamp relay connector to
ground.
3. Connect test lamp from ORN (340)
wire at fog iamp reiay connector to
ground.
4. Connect test lamp from LT GRN
(11) wire at fog lamp relay
connector to ground.
5. Connect test lamp from LT GRN
(11) wire at splice S136 to ground.
6. Place headlight and panel dimmer Headlamps are ON.
switch in ON and Headlight Dimmer
Switch in HI. Headlamps are OFF.
7. Connect self-powered test lamp
from YEL (317) wire at fog lamp
relay connector to ground.
8. Connect self-powered test lamp
from YEL (317) wire at fog lamp
switch connector to ground.
9. Connect self-powered test lamp
from BLK (150) wire at fog lamp
switch connector to ground.
10. Connect self-powered test lamp
from BLK (150) wire at splice S207
to ground.
FOG LAMPS DO NOT OPERATE
RESULT ACTION
Test lamp lights. LOCATE and REPAIR open in PPL
(34) wire between connector C183
and splice S195.
Test lamp does not light. GO to step 2.
Test lamp lights. LOCATE and REPAIR open in PPL
(34) wire from fog lamp relay to fog
lamps.
Test lamp does not light. GO to step 3.
Test lamp lights. GO to step 4.
Test lamp does not light. LOCATE and REPAIR open in ORN
(340) wire from fuse block to Fog
Lamp Relay connector.
Test lamp lights. GO to step 7.
Test lamp does not light. GO to step 5.
Test lamp lights. LOCATE and REPAIR open in LT
GRN (11) wire between splice S136
and fog lamp relay connector.
Test lamp does not light. GO to step 6.
GO to step 7.
LOCATE and REPAIR open in LT
GRN (11) wire between headlight
dimmer switch connector and splice
S136.
Test lamp lights. REPLACE fog lamp relay.
Test lamp does not light. GO to step 8.
Test lamp lights. LOCATE and REPAIR open in YEL
(317) wire between fog lamp switch
connector and fog lamp relay
connector.
Test lamp does not light. GO to step 9.
Test lamp lights. REPLACE fog lamp switch.
Test lamp does not light. GO to step 10.
Test lamp lights. LOCATE and REPAIR open in BLK
(150) wire between splice S207 and
fog lamp switch connector.
Test lamp does not light. LOCATE and REPAIR open in BLK
(150) wire between splice S207 and
ground G202.
 LOW BEAM LAMP(S) DO NOT OPERATE (QUAD HEADLAMPS)
TEST
1. Place headlight switch in ON and
headlight dimmer switch in LOW
BEAM position. Connect test lamp
from TAN (12) wire at inoperative
lamp(s) to ground.
2. Connect test lamp from TAN (12)
wire to BLK (150, 151 or 593)
wire(s) at LH or RH headlamp
connectors to ground.
3. Connect test lamp from TAN (12)
wire at headlight dimmer switch
connector to ground
HIGH BEAM LAMP(S) DO NOT OPERATE (QUAD HEADLAMPS)
TEST
1. Place headlight and panel dimmer
switch in ON and headlight dimmer
switch in HIGH BEAM position.
Connect test lamp from LT GRN
(11) wire at inoperative lamp(s) to
ground.
2. Connect a test lamp from LT GRN
(11) wire to DK BLU/WHT (593) or
BLK (151) wire(s) at LH or RH high
beam headlamp connectors.
3. Connect test lamp from LT GRN
(11) wire at headlight dimmer
switch connector to ground.
RESULT ACTION
Test lamp lights. GO to step 2.
Test lamp does not light. GO to step 3.
Test lamp lights. REPLACE headlamp(s).
Test lamp does not light. LOCATE and REPAIR open in BLK
(150,151 or 593) wire(s) from RH or
LH headlamp connector(s) to
ground(s).
Test lamp lights. LOCATE and REPAIR open in TAN
(12) wire from headlight dimmer
switch connector to LH or RH
headlamp connector(s).
Test lamp does not light. REPLACE headlight dimmer switch.
RESULT ACTION
Test lamp lights. GO to step 2.
Test lamp does not light. GO to step 3.
Test lamp lights. REPLACE headlamp(s).
Test lamp does not light. LOCATE and REPAIR open in BLK
(151) wire at RH high beam
headlamp connector to ground
G105 or from DK BLU/WHT (593)
wire at LH high beam headlamp
connector to l/P ground G202.
Test lamp lights. LOCATE and REPAIR open in LT
GRN (11) wire from LH or RH low
beam headlamp connector(s) to
headlight dimmer switch connector.
Test lamp does not light. REPLACE headlight dimmer switch.
CIRCUIT OPERATION
HEADLIGHTS
Voltage is supplied to the Headlight and Panel Dimmer
Switch at all times. The Headlight and Panel Dimmer
Switch includes a Self-Resetting Circuit Breaker. The
Circuit Breaker opens when the Headlight circuit draws too
much current. When the Circuit Breaker opens, it interrupts
the current flow. With no current flow, the Circuit Breaker
cools off and resets automatically. When the Headlight and
Panel Dimmer Switch is in HEAD, the Headlight and Panel
Dimmer Switch directs voltage to either the Low Beams or
High Beams. The High Beam Indicator also receives
voltage along with the High Beams.
FOG LIGHTS
Voltage is supplied to the Fog Lamp Relay at all times
through the ORN (340) wire and the DRL-FOG fuse.
When the Fog Lamp switch is ON, voltage is supplied to the
coil of the Fog Lamp Relay through the LT GRN (11) wire.
Ground for the coil is provided through the YEL (317) wire,
the Logic Circuit of the Fog Lamp Switch, and the BLK
(150) wire to Ground G202. With the relay energized,
voltage is provided to the Fog Lamps through the PPL (34)
wire. The Fog Lamp Indicator is illuminated by the Logic
Circuit located in the Fog Lamp Switch.
HOT AT A L L TIM ES
1 [ HOT IN R U N , B U L B T E S T OR S TA R T
DAYTIM E R UNNIMG

LIG H T S M O D U LE
HOT IN RUN
C A H /'N
COMPONENT LOCATION 201 -PG FIG CONN
Daytime Running Light
Relay................................ Under LH side of l/P ......................................................... 4 3 ..........55
Daytime Running Lights
Module ............................. Under LH side of l/P, taped on l/P harness ............................................... .. 202-21
Fuse Block........................... Lower LH side of l/P ......................................................... 4 3 ..........55
Head Light (Off/On) & Panel
Dimmer Switch...................Upper LH side of l/P ......................................................... 27 ........ 32 . .. 202-23
Headlamp, High/Low Beam,
LH ....................................LH front of vehicle
Headlamp, High/Low Beam,
RH .................................... RH front of vehicle
Ignition Switch , . , , , Under l/P, on steering column 52, 53 r , 64, 65 . 202 24
Instrument Cluster................. LH upper end of l/P ...................................................... 32, 46 .. 39, 58 .. 202-9
Park Brake Warning Switch ... At park brake, under LH end of l/P ..................................4 3 ..........55

CONNECTORS:
C183 .......... Forward lamp harness, inline to l/P harness , - , 50 62 . 202-17
C266 ................................ At steering column under cow l......................... ................ 52 ......... 64 . .. 202-3

DIODES:
D200 ................................ In diode module, behind LH side of l/P .............................. 4 3 ..........55
D201 ................................ In diode module, behind LH side of l/P

GROUNDS:
G 126.................................Near RH headlamp
G 127.................................Near RH headlamp
G202 .................................l/P harness, 15 cm from data link connector ...................... 3 2 ..........38

SPLICES:
5101 LH side, near headlamp.................................................... 3 .......... 6
5102 LH side, near headlamp.................................................... 3 .......... 6
S136 ................................ l/P harness, 12.5 cm from C100 breakout ........................ 6, 9 __ 9,12
10,12 13,15
14,15 17,18
20 23
S151 .................................Center of cowl
S207 l/P harness, 4 cm from radio breakout .............................. 4 3 ..........55
S213 l/P harness, 4 cm from headlight switch breakout............... 4 3 ..........55
S250 l/P harness, 11 cm from cruise control switch harness
breakout............................................. .......................4 3 ..........55
5252 At in-line diode, near bulkhead connector......................... 4 3 ..........55
5253 Under LH side of l/P ......................................................... 4 3 ..........55
5254 Under LH side of l/P ......................................................... 4 3 ..........55
 DIAGNOSIS — HEADLIGHTS: DAYTIME RUNNING LIGHTS

TROUBLESHOOTING HINTS:

Before checking DAYTIME RUNNING LIGHTS
system, do the following:
1. Place Park Brake in OFF position and Ignition Switch
in RUN.
2. Verify condition of DRL, GAUGES and A/C HTR
Fuses. If blown, locate and repair source of overload.
Then replace fuse.
3. Place Headlight Switch in ON and Headlight Dimmer
Switch to the HIGH BEAM. If HIGH BEAM
headlamp(s) are inoperative, refer to HIGH BEAM
LAMP(S) DO NOT OPERATE diagnostic procedure.
4. If the High Beam Larnp(s) are operative, use the
following diagnostic procedures, after placing the
Headlight Switch to OFF position.

DAYTIME RUNNING LIGHTS DO NOT OPERATE

TEST RESULT ACTION
1, Connect test lamp from ORN (340) Test lamp lights. GO to step 2
wire at daytime running lights relay
(Canadian only) connector to Test lamp does not light. LOCATE and REPAIR open in ORN
ground. (340) wire between DRL relay
connector and fuse block.
2. Connect test lamp from PNK (39) Test lamp lights. GO to step 4.
wire at DRL relay connector to
ground. Test lamp does not light. GO to step 3.

3. Place park brake in ON. Observe
BRAKE indicator lamp on l/P
Cluster.
4. Connect self-powered test lamp
from LT GRN/BLK (592) wire at
DRL relay connector to ground.
Lamp lights. LOCATE and REPAIR open in PNK
(39) wire between DRL relay
connector and splice S213.
Lamp does not light. LOCATE and REPAIR open in PNK
(39) wire between splice S213 and
fuse block.
Test lamp lights. GO to step 5.
Test lamp does not light. GO to step 6.

5. Connect test lamp from DK BLU
(593) wire at DRL relay connector
to ground.
6. Connect self-powered test lamp
from LT GRN/BLK (592) wire at
daytime running lights module
connector to ground.
7. Connect test lamp from PNK (39)
wire (pickup) or BRN (50) wire
(suburban/utility) at DRL module
connector to ground.
Test lamp lights.
Test lamp does not light.
Test lamp lights.
Test lamp does not light.
Test lamp lights.
Test lamp does not light.
System operating normally.
REPLACE daytime running lights
relay.
LOCATE and REPAIR open in LT
GRN/BLK (592) wire between DRL
module connector and DRL relay
connector.
GO to step 7.
GO to step 8.
LOCATE and REPAIR open in PNK
(39) wire between DRL module
connector to splice S213 (pickup) or
BRN (50) wire between DRL module
connector to fuse block
(suburban/utility).
 DAYTIME RUNNING LIGHTS DO NOT OPERATE (CONTINUED)
TEST
8. Connect self-powered test lamp
from BLK (150) wire at DRL module
connector to ground.
9. Turn on radio.
10. Connect self-powered test lamp
from TAN/WHT (33) wire at DRL
module connector to ground.
TEST
1. Disconnect daytime running lights
module connector. Place ignition
switch in RUN and headlight switch
in ON position. Connect test lamp
from YEL (10) wire at DRL module
connector to ground.
LOW BEAM LAMP(S) DO NOT OPERATE
TEST
1. Place headlight switch in ON and
headlight dimmer switch in LOW
BEAM position. Connect test lamp
from TAN (12) wire at inoperative
lamp(s) to ground.
2. Connect test lamp from TAN (12)
wire to BLK (151) wire at RH
headlamp connector or DK BLU
(593) wire at LH headlamp
connector.
3. Connect self-powered test lamp
from DK BLU (593) wire at daytime
running lights relay connector to
ground.
RESULT
Test lamp lights.
Test lamp does not light.
Radio operates.
Radio does not operate.
Test lamp lights.
Test lamp does not light.
DAYTIME RUNNING LIGHTS STAY ON
RESULT
Test lamp lights.
Test lamp does not light.
RESULT
Test lamp lights.
Test lamp does not light.
Test lamp lights.
Test lamp does not light.
Test lamp lights.
Test lamp does not light.
ACTION
GO to step 10.
GO to step 9.
LOCATE and REPAIR open in BLK
(150) wire from DRL module
connector to splice S207.
LOCATE and REPAIR open in BLK
(150) wire between splice S207 and
ground G202.
LOCATE and REPAIR short to
ground in TANA/VHT (33) wire
between DRL module connector and
park brake switch connector. If no
short is found, REPLACE park brake
switch.
REPLACE daytime running lights
module.
ACTION
REPLACE daytime running lights
module.
LOCATE and REPAIR open in YEL
(10) wire from DRL module
connector to headlight switch
connector.
ACTION
GO to step 2.
GO to step 6.
REPLACE headlamp(s).
LOCATE and REPAIR open in BLK
(151) wire from RH headlamp
connector to ground G126 or G127.
GO to step 3 for LH headlamp.
LOCATE and REPAIR open in DK
BLU (593) wire between DRL relay
connector and LH headlamp
connector.
GO to step 4.
 LOW BEAM LAMP(S) DO NOT OPERATE (CONTINUED)
TEST
4. Connect self-powered test lamp
from BLK (150) wire at DRL relay
connector to ground.
5. Turn on radio.
6. Connect test lamp from TAN (12)
wire at headlight dimmer switch
connector to ground.
RESULT ACTION
Test lamp lights. REPLACE daytime running lights
relay.
Test lamp does not light. Go to step 5.
Radio operates. LOCATE and REPAIR open in BLK
(150) wire between DRL relay
connector and splice S207.
Radio does not operate. LOCATE and REPAIR open in BLK
(150) wire between splice S207 and
ground G202.
Test lamp lights. LOCATE and REPAIR open in TAN
(12) wire from headlight dimmer
switch connector to LH or RH
headlamp connector(s).
Test lamp does not light. REPLACE headlight dimmer switch.

HIGH BEAM LAMP(S) DO NOT OPERATE

TEST
1. Place headlight switch in ON and
headlight dimmer switch in HIGH
BEAM position. Connect test lamp
from LT GRN (11) wire at
inoperative lamp(s) to ground.
2. Connect test lamp from LT GRN
(11) wire to BLK (151) wire at RH
headlamp connector or DK BLU
(593) wire at LH headlamp
connector.
3. Connect self-powered test lamp
from DK BLU (593) wire at daytime
running lights relay connector to
ground.
4. Connect self-powered test lamp
from BLK (150) wire at DRL relay
connector to ground.
5. Turn on radio.
RESULT
Test lamp lights.
Test lamp does not light.
Test lamp lights.
Test lamp does not light.
Test lamp lights.
Test lamp does not light.
Test lamp lights.
Test lamp does not light.
Radio operates.
Radio does not operate.
ACTION
GO to step 2.
GO to step 6.
REPLACE headlamp(s).
LOCATE and REPAIR open in BLK
(151) wire from RH headlamp
connector to ground G126 or G127.
GO to step 3 for LH headlamp.
LOCATE and REPAIR open in DK
BLU (593) wire between DRL relay
connector and LH headlamp
connector.
GO to step 4.
REPLACE daytime running lights
relay.
GO to step 5.
LOCATE and REPAIR open in BLK
(150) wire between DRL relay
connector and splice S207.
LOCATE and REPAIR open in BLK
(150) wire between splice S207 and
ground G202.
 HIGH BEAM LAMP(S) DO NOT OPERATE (CONTINUED)
TEST RESULT ACTION
6. Connect test lamp from LT GRN Test lamp lights. LOCATE and REPAIR open in LT
(11) wire at headlight dimmer GRN (11) wire from headlight
switch connector to ground. dimmer switch connector to LH or
RH headlamp connector(s).
Test lamp does not light. REPLACE headlight dimmer switch.

CIRCUIT OPERATION

HEADLIGHTS
Voltage is supplied to the Headlight Switch at all times.
The headlight Switch includes a Self-Resetting Circuit
Breaker. The Circuit Breaker opens when the Headlight
circuit draws too much current. When the Circuit Breaker
opens, it interrupts the current flow. With no current
flow,the Circuit Breaker cools off and resets automatically.
When the Headlight Switch is in HEAD, the Headlight
Dimmer Switch directs voltage to either the Low Beams or
High Beams. The High Beam Indicator also receives
voltage along with the High Beams.
the DK BLU (593) wire, and this wire also becomes the
ground wire when the Headlamps are operating normally.
Voltage is supplied to the DRL Module when the
Ignition Switch is in RUN through the BRN (50) wire from
the HTR-A/C Fuse for Suburban/Utility vehicles, or
through the PNK (39) wire from the gauges fuse for
pickups. When the Ignition Switch is placed in RUN, the
voltage from the DRL Relay is provided a ground path
through the LT GRN wire through the DRL Module. This
enables the DRL Relay to provide voltage to the High Beam
Lamps from the DRL Relay and places the High Beam
Lamps in series.

DAYTIME RUNNING LIGHTS
Voltage is supplied to the Daytime Running Lights
(DRL) Relay at all times through the ORN (340) wire from
the DRL Fuse, and when the Ignition Switch is in RUN
through the PNK (39) wire from the GAUGES Fuse. The
DRL Relay provides voltage to the LH High Beam through
The DRL Module will not enable the DRL Relay if the
Headlight Switch is in the ON position or the Park Brake
Switch is ON.
The High Beam Indicator also receives voltage from
the DRL Module when the Headlight Dimmer Switch is in
the High position.
CLEARANCE LAMPS (PICKUP WITH DUAL REAR WHEELS)

HOT A! A L L TIM LS

FR AM E
 REAR PARK/MARKER AND LICENSE LAMPS

HOT AT A L L TIM ES I

I------ 1------------------------1 F U S E

PARK L P S I

| / FU SE |

| S 2 0 AMP |

L | 2----------
1 ORN I 40
'

S E E GROUN D
D IS TR IBU TIO N
S EC TIO N 8 A - 1 4
 TURN AND HAZARD LAMPS/PARK AND MARKER LAMPS

L
HOT IN R U N , B U L B T E S T OR S T A R T
l
I T PARK LP S TU R N -B /U

FU SE FU SE
C E N T E R HIGH
2 0 AMP 15 AMP MOUNT S TO P
LAM P P A G E
8 A -1 1 0 -4
8 DK ^
BACKUP S E E FU SE
^ B LU S
LIG H TS B L O C K D E T A ILS
SEC TIO N ^ 7 5 S EC T IO N 8 A - 1 1
.8 D K B L U 38 ORNJ^240
1 CO N V EN IEN C E

C EN TER HAZARD T ~ /f~ H STO PLAM P/

FLA SH ER | • | TCC SWITCH

S EE FU SE
B L O C K D E T A IL S I \ I (C L O S E D
S EC TIO N 8 A - 1 1 1 ^ 1 WITH
I * \ BRA KES

j APPLIE°)
*
I BRN I 2 7
E8, ,
C266

1 BRN I 27 17

TU RN / S260
H AZARD SWITCH .-------------------
NO RM AL |----------------------• --------------------- 1 H AZARD

/ - ... YEL
 TURN AND HAZARD LAMPS/PARK AND MARKER LAMPS

FROM C O NNECTOR C 2 0 6 PA G E 8 A - 1 1 0 - 2
A
I t A
SEE 8 A -2 -1
F O R M EA SU R IN G
AND H ANDLING
PR O C ED U R ES

T
YEL | 820

WHT

- C200 TAIL TAIL A TU R N

I .8 B L K .8 B L K
YEL ■
150 S425 * 150

S275 (P IC K U P , S E E G ROU N D
S U B U R B A N AND D IS TR IB U TIO N
U TILITY O N LY) S EC T IO N 8 A - 1 4
WHT

.8 B L K 150

INDICATOR
| P R IN T ED

^ | C IR C U IT
(W / C H A S S IS
CAB O N LY)
i A
INDICATO RS I

I
^ _______ I
(W /C H A S S IS
C AB O N L Y )

.8 B L K

S E E G ROU N D S E E GROUND
D IS TR IB U TIO N
S EC TIO N 8 A - 1 4 ► “ ------------ DISTRIBU TIO N
SEC TIO N 8 A - 1 4

5 BLK ■ 150 3 BLK I 150

I- G 106 I G 202

* EN G IN E ■ l/ P

G ROUN D * G ROU N D
STOPLAMP (SUBURBAN-UTILITY)

RH T A IL /
STO P -TU R N
STO P -TU R N
LAM P
 ROOF MARKER LAMPS

HOT AT A L L TIM ES

.8 ORN I

PARK
r 240

H EA D LIG H T
I—

L
r -------------------- 1 F U S E

ADI/1 I DC I B L O C K

FU SE

15 AM P
|

LAM P
SWITCH I O PTIO N AL
DOME L.P
DIM M ER

C IR C U IT D EFEA T
BREAKER SWITCH
ORN 240
PARA D E
MODE
LAM P I ? I R EO S TA T

/ H EA D LA M P
^ S W IT C H

S21Q
I .8 B R N
S E E IN STR U M EN T
P A N E L DIMMING
9
S EC TIO N 8 A - 1 1 7

.8 B L K

150
.8 B R N
150

1
T C O N V EN IEN C E

| C EN TER

G
1
9 150 R 9 150
Y

S E E GROUND
D IS TR IB U TIO N
S EC TIO N 8 A - 1 4

150

S207

WHT .8 WHT

45 45

RH lh

CLEA RA N C E CLEA RA N C E

LAM P

BLK

150 150

IDENTIFICATIO N LA M P S

G202

j/P
G RO U N D

FP4208S4631
TRAILER TOW
 TRAILER TOW

W IRE L E A D S A R E TO B E S P L IC E D TO
WITH AUTOMATIC TR AN SM ISSIO N T R A IL E R WIRING H A R N E S S OR
ATTACHED TO T R A IL E R W IR E P L U G .

.8 D K B L U
WITH
MANUAL
I r
1 I LIGHT
~ l JU N C TIO N

I B LO C K
TRAN SM ISSIO N
| J | SWITCH I
| (AU TO T R A N S )

1___ J/J
a
LIG H T

I I I SWITCH
(M ANUAL TRAN S)
.8 LT GRN

5 R ED

L
'V I !
i L T GRN | 24 A3

<£■
G A G E /C O L O R PU RPO SE
FU SE
5 WHT T R A IL E R GROUND 3 0 AMP

.8 B RN TAIL AND L IC E N S E LA M P S

.8 Y E L LH T U R N /H A Z A R D S T O P L A M P S

.8 D K GRN RH T U R N /H A Z A R D S T O P L A M P S

5 R ED B A T T E R Y PO W ER

3 DK B LU A U X ILIA R Y LE A D

| S E E PA G E 8 A - 1 1 0 - 2 |
.8 D K
BLU _____ A 5 R ED

f I
| I ■
f ,______
S E E BACKUP
,
A U X IL IA R Y

N I 9 I ,8 DK GRN I 19 L IG H T S
l * S407 LE A D
(T A P E D TO
I .8 Y E L I 18 I S EC T IO N 8 A - 1 1 2 C400 B O D Y N EAR
FU SE BLO C K )
i v iz v L ----
v l / C 400A

I | .8 D K GRN

I
W /U Y 7
.8 YEL
l # S406

i• S405

n
BLK 5 R ED
3 DK
B LU

B RN D K CRN

5 WHT

FRAM E

G RO U N D

LH T U R N / RH T U R N / BACKUP B A TTERY A U X ILIA R Y

(W / U Y 7 )
G 403 G405 G 45T AND H AZARD/ HAZARD / LA M P S PO W ER LE A D

T R A IL E R FRA M E P LA TFO R M L IC E N S E STO PLA M P STO PLA M P

G ROU N D GROUN D HITCH G ROU N D LA M P S

 CARGO LAMP

HOT AT A L L TIM ES

---------------- T FU SE CARGO

CTSY I B LO C K LAM P

FUSE | A ✓ — \ C

2 0 AMP | <

.8 ORN | 40
S E E FU SE
B L O C K D E T A ILS ^ a # S242 DK B L U /
S EC TIO N 8 A - 1 1 WHT
.8 ORN 140

E >■£ C 2 9 3

t 149
DK B L U / I
SEE
WHT I
IN TER IO R
LIG H T S H
H vl/
^ C215
SEC TIO N
8 A - 1 10 ,Y ,1 49
M DK B L U / I

PARK
LA M P
SWItCH
r, O PTIO N AL
I DOME L P
4L WHT I

D / A
I------ ---------- 1 CARGO

S256 | • |L A M P
CIRCUIT D EFEA T
BREAKER
PARAD E
SWITCH
| y | swrlCH
.8 WHT 156
MODE |*-*|
SWITCH TLA M PI
i___ ikj

k H EA D LA M P
f SW ITCH

.8 WHT

S255

.8 WHT 156

“ " / F T ----------------7 K ~ ~ H LH FR O N T T R H FR O N T

1 1 | DOOR | DOOR
L ------------------- j | JAM B SWITCH | JA M B SWITCH

r J r I (C L O S E D WITH r I (C L O S E D WITH

_ -J - "T - D00R0PEN) - -T : DOOR O P E N )

S E E G ROU N D
D IS TR IB U TIO N
S EC TIO N 8 A - 1 4

4
i
_ _ .Z
G202
l/ P

GROUN D
COMPONENT LOCATION 201-PG FIG CONN
Backup Light Switch,
(Automatic Transmission) .. Top of steering column.................................................... 5 3 .......... 65
Backup Light Switch,
(Manual Transmission)....... LH top of transmission.................................................... 2 4 .......... 29
Battery Junction Block .......... RH rear engine compartment, at cowl
Cargo Lamp......................... Rear center of cab, above rear window ...........................6 6 .......... 82 . 202-20
Cargo Lamp Switch............... LH side of l/P ..................................................................3 4 .......... 42
Center High Mount Stoplight
(CHMSL) - Pickup ............ Back, top of cab .............................................................6 6 .......... 82 .. 202-21
Center High Mount Stoplight
(CHMSL) - Suburban,
Utility ................................ At top rear center of vehicle ............................................6 6 .......... 82 .. 202-21
Center High Mount Stoplight
Relay (Pickup)................... On RH cowl, in engine compartment
Clearance Lamp Front, LH Front of LH rear fender ....................... ...........................65 ... . . . 81
Clearance Lamp Front, RH ... Front of RH rear fender
Clearance Lamp Rear, L H __ Rear of LH rear fender....................................................65 ... . . . 81
Clearance Lamp Rear, RH__ Rear of RH rear fender
Convenience Center.............. Under LH side of l/P ........................... ......................... 4,33 . .. 7, 40
35, 37 44, 48
38,41 50, 53
44,45 56, 57
47,50 59, 62
55, 66 67, 83
Door Jamb Switch, LH Front .. At LH end of l/P .................................. ........................ 43, 44 . . 55,56
Door Jamb Switch, RH Front.. At RH end of l/P ................................ ........................... 44 ... . . . 5 6
Endgate Clearance Lamps ... On rear of endgate............................. ........................... 70 ... . . . 8 9
Fuse B lock........................... Lower LH side of l/P ........................... ........................... 43 ... . . . 5 5
Hazard Flasher .................... Under LH side of l/P ........................... ........................... 43 ... . . . 5 5
Head Light (Off/On) & Panel
Dimmer Switch................... Upper LH side of l/P ........................................................2 7 .......... 32 .. 202-23
Instrument Cluster................. LH upper end of l/P .................................................... 32, 46 .. 39, 58 . .. 202-9
License Lamps...................... Rear of vehicle at license holder .....................................7 1 .......... 90
Marker Lamp, LH ................... On roof above windshield
Marker Lamp, RH ................. On roof above windshield
Park and Turn Lamp, LH ....... LH front of vehicle
Park and Turn Lamp, R H ....... RH front of vehicle
Tail, Stop, Turn Signal and
Backup Lamp Assembly,
LH .................................... LH rear of vehicle ........................................................... 6 7 .......... 85 .. 202-24,
202-26
Tail, Stop, Turn Signal and
Backup Lamp Assembly,
RH .................................... RH rear of vehicle........................................................... 6 7 .......... 85 ..202-24
TCC/Stoplight Switch ............ Top of brake pedal ......................................................... 3 7 .......... 47 ..202-26
Turn Signal Flasher............... On convenience center ............................................... 33, 37 .. 40, 48
Turn/Hazard Switch .............. LH upper side of steering column ............................................................. ..202-15

CONNECTORS:
C 10 0 ................................
C 102................................
C112 ................................
C 183................................
C200 ................................
C 215................................
C266 ................................
C288 ................................
C293 ................................
Engine harness, inline to l/P harness .............................5, 31 ... 8, 37 .. 202-0
At bulkhead connector.................................................. 5, 31 ... 8, 37 ..202-17
l/P harness, inline to rear lamp harness
Forward lamp harness, inline to l/P harness .................... 5 0 .......... 62 . .. 202-17
Under RH side of l/P, near blower motor ...................... 30, 35 .. 35, 43 .. 202-2
l/P harness, inline to cross body harness...................... 30, 35 .. 35, 43
At steering column under co w l........................................ 5 2 .......... 64 . .. 202-3
Dome lamp harness, inline to cross body harness
Crossbody harness, inline to cargo lamp harness ............ 6 6 ......... 83 .
COMPONENT LOCATION 201-PG FIG CONN

CO NNECTO RS: (C o n tin u e d )

C400 (Chassis C ab).......... At rear crossmember, LH side .......................................... 6 7 ..........85
C400 (All exc. Chassis)__ At rear crossmember, LH side .......................................... 7 2 ..........91
C400 (Pickup) ...................At rear crossmember, LH side .......................................... 7 5 ..........94
C401 .................................At rear of LH frame rail.................................................. 71, 72 .. 90, 91
C403 .................................Behind center of rear bumper........................................ 70, 72 .. 89, 91

G ROM M ETS:
P102 .................................Lower LH cowl, above convenience center ........................3 5 ..........43

GROUNDS:
G104.................................On LH radiator support ...................................................2, 3 ___ 5, 6
G 105.................................RH inner fender, near battery.......................................... 2, 3 ___ 4, 6
G 106.................................Rear of RH cylinder head ............................................... 9, 11. . . 12,14
12,15 15,18
17,19 20,22
20 23
G202 .................................l/P harness, 15 cm from data link connector ...................... 3 2 ..........38
G400 (Suburban) ..............At RH C—pillar
G400 (Utility) .................... At RH C—pillar
G403 .................................At LH rear frame ra il...................................................... 64, 75 .. 79, 94
G410 (w/ platform hitch) ... At LH side of hitch........................................................... 6 4 ..........79
G410 (w/o platform hitch) .. At LH rear frame ra il.................................................... 67, 72 .. 85, 91
75 94
G450 .................................Frame ground
G451 .................................At platform hitch ground

SPLIC ES:
5103 RH side, near headlamp ................................................. 2, 3 ___ 5, 6
5104 LH side, near headlamp........ ........................................... 3 .......... 6
5105 Near LH headlamp........................................................... 3 .......... 6
5106 3 .......... 6
5107 RH side, near headlamp
S118 .................................Engine harness, 5 cm from A/C pressure switch breakout 6, 9 ___ 9,12
11,12 14,15
15 18
S190 (Pickup Only)............Engine harness near cowl, LH rear engine compartment
5207 l/P harness, 4 cm from radio breakout .............................. 4 3 ..........55
5208 Behind LH side of l/ P ........................................................4 3 ..........55
S210 l/P harness, 12 cm from instrument cluster ........................4 3 ..........55
S231 .................................l/P harness, 4cm from instrument cluster breakout............. 3 0 ..........35
S233 .................................l/P harness, 8 cm from instrument cluster breakout............4 1 ..........53
S242 .................................l/P harness, 8 cm from LH door harness connector
breakout.................................................................. 32, 43 .. 39, 55
S251 l/P harness, approx. 4 cm from steering column breakout .4 3 .......... 55
5255 l/P harness, 10 cm from headlight switch breakout ............4 3 ..........55
5256 Dome lamp harness, 15 cm from cross body harness inline
connector
S260 (Suburban/Utility) . . . . l/P harness, 22.5 cm from steering column harness
connector breakout
S275 .................................l/P harness, 16 cm from radio breakout .............................4 3 ..........55
5402 (Suburban/Utility) __ Front to rear body harness, 12 cm from RH speaker
breakout..................................................................... 6 8 ..........86
5403 Rear lamp harness, 16 cm from license lamp breakout — 7 2 .......... 91
5404 Behind LH side of rear bumper.......................................... 7 2 ..........91
COMPONENT LOCATION 201 -PG FIG

SPLICES: (Continued)
S405 . 64, 75 . . 79,94
. 64, 75 . . 79,94
. 64, 75 . . 79,94
S420 ..............................................................................................................
. 64, 75 . . 79,94
S425 (All Exc. Chassis)__ Behind LH side of rear bumper, near crossmember . . . 7 2 . . . . . . 91
S425 (Chassis C ab).......... Rear lamp harness, LH side at rear crossmember
S427 ................................ Rear lamp harness, near LH frame rail, 70 cm from RH
taillamp breakout...................................................... 67, 72 .. 85, 91

DIAGNOSIS — EXTERIOR LIGHTS

TROUBLESHOOTING HINTS:

1. Rear lamp systems (taillamps, clearance lamps, 2. Check condition of STOP, PARK LP, TURN-B/U
endgate lamps and license plate lamps) all receive Fuse(s). If fuse(s) is blown, locate and repair source
voltage from same wire circuit BRN (9) and share the of overload. Replace fuse(s).
same ground terminal G410. If only one system is
not working, LOCATE and REPAIR open in wiring
and/or bulbs that pertain to that system.

STOPLAMPS DO NOT OPERATE

TEST RESULT ACTION
1. Connect test lamp from ORN (140) Test lamp lights. GO to step 3.
wire at stoplamp switch connector
to ground. Test lamp does not light. GO to step 2.
2. Place hazard flasher switch to ON Hazard flashers operate. LOCATE and REPAIR open in ORN
position. (140) wire between splice S251 and
stoplamp switch connector.
Hazard flashers do not operate. LOCATE and REPAIR open in ORN
(140) wire between fuse block and
splice S251.
3. Connect test lamp from WHT (17) Test lamp lights. GO to step 4.
wire at stoplamp switch connector
to ground. Depress brake pedal. Test lamp does not light. REPLACE stoplamp switch.

4. Connect test lamp from WHT (17) Test lamp lights. GO to step 5.
wire at connector C266 to ground.
Depress brake pedal. Test lamp does not light. LOCATE and REPAIR open in WHT
(17) wire between stoplamp switch
connector and connector C266.
5. Connect test lamp from YEL (18) or Test lamp lights. VERIFY condition of connectors
DK GRN (19) wire at connector C100 and C400.
C266 to ground. Depress brake
pedal. Test lamp does not light. REPLACE turn/hazard switch.
 STOPLAMPS DO NOT OPERATE ON ONE SIDE
TEST RESULT ACTION
1. Connect test lamp from YEL (18) or Test lamp lights. GO to step 4.
DK GRN (19) wire at affected
stoplamp connector to ground. Test lamp does not light. GO to step 2.
Depress brake pedal.
2. Connect test lamp from YEL (18) or Test lamp lights. LOCATE and REPAIR open in YEL
DK GRN (19) wire (depending on (18) or DK GRN (19) wire between
side with failure) at connector C400 connector C400 and affected
to ground. Depress brake pedal. stoplamp.
Test lamp does not light. GO to step 3.
3. Connect test lamp from YEL (18) or Test lamp lights. LOCATE and REPAIR open in YEL
DK GRN (19) wire (depending on (18) or DK GRN (19) wire between
side with failure) at connector C112 connector C112 and connector
to ground. Depress brake pedal. C400.
Test lamp does not light. LOCATE and REPAIR open in YEL
(18) or DK GRN (19) wire between
connector C112 and connector
C266. If no open is found,
REPLACE turn/hazard switch.
4. Connect self-powered test lamp Test lamp lights. REPLACE stoplamp.
from BLK (150) wire at affected
stoplamp to ground. Test lamp does not light. LOCATE and REPAIR open in BLK
(150) wire between stoplamp and
ground G410.

REAR LAMP SYSTEMS DO NOT OPERATE

TEST RESULT ACTION
1. Place headlight and panel dimmer Front park and marker lamps GO to step 3.
switch in PARK. Observe front operate.
park and marker lamps.
Front park and marker lamps do not GO to step 2.
operate.
2. Push horn button. Horn sounds. LOCATE and REPAIR open in ORN
(240) wire between splice S208 and
headlight and panel dimmer switch
connector. If no open is found,
REPLACE headlight and panel
dimmer switch.
Horn does not sound. LOCATE and REPAIR open in ORN
(240) wire between fuse block and
splice S208.
 REAR LAMP SYSTEMS DO NOT OPERATE (CONTINUED)
TEST
3. Connect test lamp from BRN (9)
wire at LH tail/stop-turn lamp
connector to ground.
4. Connect test lamp from BRN (9)
wire at connector C400 to ground.
5. Connect test lamp from BRN (9)
wire at connector C183 to ground.
TURN SIGNALS DO NOT OPERATE ON ONE SIDE
TEST
1. Turn hazard flasher ON. Observe
lights on side of turn signals that
does not work.
2. Turn hazard warning system OFF.
Place ignition switch in RUN and
turn signal switch to side that does
not work. Connect test lamp from
LT BLU (14) or DK BLU (15) wire
(depending on which side does not
work) at connector C266 to ground.
3. Connect test lamp from LT BLU
(14) or DK BLU (15) wire
(depending on which side does not
work) at LH or RH park lamp
connector to ground.
4. Connect test lamp from LT BLU
(14) or DK BLU (15) wire to BLK
(150 or 151) wire at LH or RH park
lamp.
RESULT ACTION
Test lamp lights. LOCATE and REPAIR open in BLK
(150) wire between splice S425 and
ground G410 (all except chassis
cab), CHECK condition of ground
G410 (chassis cab).
Test lamp does not light. GO to step 4.
Test lamp lights. LOCATE and REPAIR open in BRN
(9) wire between connector C400
and splice S427.
Test lamp does not light. GO to step 5.
Test lamp lights. LOCATE and REPAIR open in BRN
(9) wire between connector C183
and connector C400.
Test lamp does not light. LOCATE and REPAIR open in BRN
(9) wire between splice S210 and
connector C101.
RESULT ACTION
Lights flash. GO to step 2.
Lights do not flash. GO to step 3.
Test lamp flashes. System operating normally.
Test lamp does not flash. REPLACE turn/hazard switch.
Test lamp lights. GO to step 4.
Test lamp does not light. LOCATE and REPAIR open in either
LT BLU (14) or DK BLU (15) wires
between affected park lamp and
connector C183 or connector C183
and connector C266.
Test lamp lights. CHECK condition of bulb sockets.
Test lamp does not light. LOCATE and REPAIR open in BLK
(150 or 151) wire between affected
park lamp and ground G104 or
G105.
 DIAGNOSIS — CARGO LAMP

TROUBLESHOOTING HINTS:

1. Check condition of CTSY Fuse. If fuse is blown, 2. Check operation of dome and courtesy lamps, if
locate and repair source of overload. Replace fuse. inoperative, repair before proceeding with cargo
lamp diagnosis.

CARGO LAMP DOES NOT OPERATE

TEST
1. Place cargo switch to ON. Connect
test lamp from DK BLU/WHT (149)
wire at cargo lamp connector to
ground.
2. Connect test lamp from DK
BLU/WHT (149) wire to WHT (156)
wire at cargo lamp connector.
3. Connect test lamp from ORN (40)
wire at cargo lamp switch
connector to ground.
4. Connect test lamp from DK
BLU/WHT (149) wire at cargo lamp
switch connector to ground.
RESULT ACTION
Test lamp lights. GO to step 2.
Test lamp does not light. GO to step 3.
Test lamp lights. REPLACE bulb.
Test lamp does not light. LOCATE and REPAIR open in WHT
(156) wire from cargo lamp to splice
S255.
Test lamp lights. GO to step 4.
Test lamp does not light. LOCATE and REPAIR open in ORN
(40) wire between cargo switch
connector and splice S242.
Test lamp lights. LOCATE and REPAIR open in DK
BLU/WHT (149) wire from cargo
lamp switch connector to cargo lamp
connector.
Test lamp does not light. REPLACE cargo lamp switch.
CIRCUIT OPERATION
TAIL, MARKER, ENDGATE CLEARANCE
AND LICENSE LAMPS
Voltage is supplied through the PARK LP Fuse to the
Headlight and Panel Dimmer Switch at all times. With the
Headlight and Panel Dimmer Switch in PARK or HEAD,
voltage is supplied to the Tail, Marker, Endgate Clearance
and License Lamps.
STOPLAMPS
Voltage is supplied at all times through the STOP Fuse
to the TCC/Stoplamp Switch. When the brake pedal is
depressed, the contacts in the TCC/Stoplamp Switch
close. Voltage is supplied through the Turn/Hazard Switch
to the LH and RH Stoplamp, and the Stoplamp lights. If a
Turn Signal is on, the Stoplamp on that side will flash as a
Turn Signal. The other Stoplamp will serve as a Stoplamp.
TURN SIGNAL LAMPS
With the Ignition Switch in RUN or START, voltage is
supplied through the TURN-B/U Fuse and Turn Flasher to
the normally closed contact of the Hazard Flasher Switch in
the Turn/Hazard Switch.
With the Turn Signal Switch in LH Turn position,
voltage is supplied to both the LHTurn Indicator and the LH
Front Park/Turn Lamp LT BLU (14) wire. Voltage is
supplied to the LH Rear Turn Lamp YEL (18) wire.
The Lamps go on immediately. They begin to flash
when the current flow heats up the timing element in the
flasher and it repeatedly opens and closes the circuit.
The voltage supplied to the LH Front Park/Turn Lamp
will also be supplied to the LH Front Marker Lamp. If the
Headlight and Panel Dimmer Switch is in the OFF position,
the LH Front Marker Lamp will find a path to ground through
splice S105 and the many Lamps connected in parallel to
ground. These Lamps provide low resistance paths to
ground. The Marker Lamp will flash with the Turn Lamps.
The Lamps used for the ground path will not flash, however,
since the voltage drop across the Marker Lamp is much
higher than that across the other Lamps.
When the Headlight and Panel Dimmer Switch is in
either PARK or HEAD, voltage is supplied through the
PARK LP Fuse, Headlight and Panel Dimmer Switch and
Splice 105 to the Marker and Park Lamps. If the
Turn/Hazard Switch is in TURN LEFT, the LH Front Marker
Lamp will have voltage at both connections and will go out.
When the flasher removes voltage to the Turn Lamp, the
Marker Lamp will be grounded through the Turn Lamp and
will go on. In this way, the LH Front Marker Lamp will flash
on when the LH Front Park/Turn Lamp goes off, and off
when the Turn Lamp goes on.
With the Turn/Hazard Switch in TURN RIGHT, voltage
will be supplied to the RH Lamps in the same way.
HAZARD LAMPS
Voltage is supplied at all times, through the STOP Fuse
and the Hazard Flasher to the normally open contact of the
Hazard Switch in the Turn/Hazard Switch. With the Hazard
Switch in HAZARD FLASH, voltage is supplied to both
Front and Rear Turn Lamps. All of the Turn Lamps and
Turn Indicators flash on and off.
The Front Marker Lamps flash in HAZARD FLASH just
as they did in TURN RIGHT and TURN LEFT. If the
Headlight and Panel Dimmer Switch is in OFF, they flash on
when the Hazard Lamps are on. If the Headlight and Panel
Dimmer Switch is in either PARK or HEAD, they flash on
when the Hazard Lamps are off and off when the Hazard
Lamps are on.
In HAZARD, the circuit is always open and the Hazard
Flasher controls the Lamps.
PARK AND MARKER LAMPS
Voltage is supplied through the PARK LP Fuse to the
Headlight and Panel Dimmer Switch at all times. With the
Headlight and Panel Dimmer Switch in PARK or HEAD,
voltage is supplied to the Park, Tail, Marker, Roof Marker
and License Lamps.
CARGO LAMP
Voltage is supplied at all times through the CTSY Fuse
to the Cargo Lamp Switch. When the Cargo Lamp Switch
is turned on, voltage flows through the switch to the Lamp.
 HOT IN R U N , B U L B T E S T OR STAR T

.8 B L K I 150

G 410

FR A M E

GROUND
COMPONENT LOCATION 201-PG FIG CONN
Backup Lamp Switch,
Automatic Transmission__ Top of steering column
Backup Lamp Switch,
Manual Transmission........ LH top of transmission......................................................21 29
Fuse B lock........................... Lower LH side of l/P ......................................................... 43 55
Tail, Stop, Turn Signal and
Backup Lamp Assembly,
LH ....................................LH rear of vehicle .............................................................67 85 .. 202-24,
202-26
Tail, Stop, Turn Signal and
Backup Lamp Assembly,
RH ....................................RH rear of vehicle.............................................................67 .. . 85 . .. 202-24
Turn Signal Flasher............... On convenience center ................................................ 33, 37 40,48

CONNECTORS:
C 100................................ Engine harness, inline to l/P harness .............................. 5, 31 8, 37 .. 202-0
C 106................................ Rear lamp extension, inline to engine harness
C400 (Chassis C ab).......... At rear crossmember, LH side ..........................................67 .. 85
C400 (All exc. Chassis)__ At rear crossmember, LH side ..........................................72 .. 91
C400 (Pickup) ...................At rear crossmember, LH side ..........................................75 .. 94

GROUNDS:
G410 (w/ platform hitch) At LH side of hitch........................................................... 6 4 ..........79
G410 (w/o platform hitch) At LH rear frame ra il.................................................... 67, 72 .. 85, 91
75 94

SPLICES:
S425 (All Exc. Chassis)__ Behind LH side of rear bumper, near crossmember............7 2 .......... 91
5425 (Chassis C ab).......... Rear lamp harness, LH side at rear crossmember
5426 (All Exc. Chassis)__ At rear of LH frame rail......................................................7 2 .......... 91
S426 (Chassis C ab).......... Rear lamp harness, LH side at rear crossmember............. 6 7 .......... 85
 DIAGNOSIS — BACKUP LIGHTS

TROUBLESHOOTING HINTS:

1. Check condition of STOP, PARK LP, TURN-B/U

Fuse(s). If fuse(s) is blown, locate and repair source
of overload. Replace fuse(s).

BACKUP LIGHTS DO NOT OPERATE

TEST
1. Place transmission in REVERSE.
Connect test lamp from LT GRN
(24) wire at LH or RH backup lamp
connector to ground.
2. Connect test lamp from LT GRN
(24) wire to BLK (150) wire at LH or
RH backup lamp connector.
3. Connect test lamp from PNK (139)
wire at LH or RH backup light
switch connector to ground.
4. Connect test lamp from LT GRN
(24) wire at backup light switch
connector to ground.
5. Connect test lamp from LT GRN
(24) wire at connector C106 to
ground.
6. Connect test lamp from LT GRN
(24) wire at connector C400 to
ground.
RESULT ACTION
Test lamp lights. GO to step 2.
Test lamp does not light. GO to step 3.
Test lamp lights. REPLACE bulb.
Test lamp does not light. LOCATE and REPAIR open in BLK
(150) wire from LH or RH backup
lamp connector to ground G410.
Test lamp lights. GO to step 4.
Test lamp does not light. LOCATE and REPAIR open in PNK
(139) wire from backup light switch
to fuse block.
Test lamp lights. GO to step 5.
Test lamp does not light. Adjust backup light switch. If backup
light switch will not adjust properly,
REPLACE backup light switch.
Test lamp lights. GO to step 6.
Test lamp does not light. LOCATE and REPAIR open in LT
GRN (24) wire between backup light
switch connector and connector
C106.
Test lamp lights. LOCATE and REPAIR open in LT
GRN (24) wire between connector
C400 and splice S426.
Test lamp does not light. LOCATE and REPAIR open in LT
GRN (24) wire between connector
C106 and connector C400.

CIRCUIT OPERATION

BACKUP LIGHTS

With the Ignition Switch in RUN or START, voltage is

supplied through the TURN-B/U Fuse to the Backup Light
Switch. Whenever the gear selector lever is shifted to
REVERSE the Backup Light Switch closes and voltage is
supplied to the Backup Lights and the Lamps turn on.
PICKUP BASE
 SUBURBAN-YUKON BASE

1 FUSE
BLOCK CONVENIENCE

CT5Y
FUSE
20 AMP

S EE FUSE
BLOCK DETAILS
SECTION 8A-11

A r\
CIGARETTE
LIGHTER

L ,
^-■ Tf— ]
i
i

150 r H HEADLIGHT
| AND
PANEL
COURTESY
DIMMER

Mv v

T RH FRONT
p

in
DOOR JAMB | # | DOOR JAMB
SWITCH | / / I SWITCH
(CLOSED WITH I (CLOSED WITH
S207 • DOOR OPEN) 1 DOOR OPEN)
1 -'1 '

3 _ Y
BLK

G202

!/P
GROUND
CREW CAB W/AUXILIARY LIGHTING
ORN
CREW CAB W/AUXILIARY LIGHTING
 SUBURBAN/UTILITY W/AUXILIARY LIGHTING

LH REAR
DOOR JAMB

J SWITCH
(CLOSED WITH
/ SWITCH
(CLOSED WITH
DOOR OPEN) DOOR OPEN)
G ROU N D
i
.8 BLK

150
SUBURBAN/UTILITY W/AUXILIARY LIGHTING
CREW CAB, SUBURBAN, UTILITY W/OVERHEAD ROOF CONSOLE
 UNDERHOOD LAMP

T ---------------- 1 BATTERY

o
I_________ I
JUNCTION
BLOCK

RED

“ I I N - L IN E

I t I FU5E
5 AMP

LAMP

GROUNO
COMPONENT LOCATION 201-PG FIG CONN
Ashtray Lamp...................... . Behind l/P, at ashtray.......................................... .......... 44 ... . . . 5 6
Cigarette Lighter ................. . Center of l/P, at ashtray....................................... .......... 46 ... . . . 5 8
Convenience Center............ . Under LH side of l/P ............................................ .......... 4,33 . .. 7, 40
35, 37 44, 48
38,41 50, 53
44,45 56, 57
47,50 59, 62
55, 66 67, 83
Courtesy Lamp, L H .............. . Under LH side of l/P ........................................................44 ... . . . 5 6
Courtesy Lamp, RH ............ . Under RH side of l/P .......................................... ............44 ... . . . 5 6
Dome Lamp Override
Switch ............................. . On center of l/P
Dome/Reading Light, Front .. . Inside on roof
Dome/Reading Light, Rear .. . Inside on roof
DoorJamb Switch, LH Front . . At LH end of l/P ................................................. ......... 43, 44 . . 55,56
Door Jamb Switch, RH Front. . At RH end of l/P ............................................... ............ 44 ... . . . 5 6
Endgate Jamb Switch
(Utility/Suburban).............. . RH D—pillar
Fuse B lock.......................... . Lower LH side of l/P .......................................... ............ 43 ... . . . 5 5
Head Light (Off/On) & Panel
Dimmer Switch................. . Upper LH side of l/P .......................................... ............ 21 ... ... 32 . .. 202-23
l/P Compartment Box Lamp . . In l/P compartment box ..................................... ............ 44 ... . . . 5 6
Overhead Console Lamps ... . In roof console

CONNECTORS:
C237 ............................... . At LH body hinge pillar....................................... ............ 38 ... . . . 5 0
C297 ............................... . Behind LH side of l/P
C299 ............................... . l/P harness, near HVAC controller...................... ............ 54 ... ... 66 . .. 202-18
C300 ............................... . LH side at roof, near font dome lamp ................. ......... 57, 63 . . 69,77
C301 ............................... . Behind roof console, at front............................... ............ 63 ... . . . 7 7
C464 ............................... . LH rear body upper, near rear dome lam p.......... ............ 57 ... 69

GROUNDS:
G 120...............................
G202 ...............................
G300 ...............................
G380 ...............................
G400 (Suburban) ............
G400 (Utility) ...................
G480 ...............................
. At underhood lamp
. l/P harness, 15 cm from data link connector....... ............ 32 ... . . . 3 8
. Near front dome lamp
. Near front dome lamp
. At RH C—pillar
. At RH C—pillar
. Near rear dome lamp
COMPONENT LOCATION 201-PG FIG CONN

SPLICES:
5207 l/P harness, 4 cm from radio breakout ...............................4 3 .......... 55
5208 Behind LH side of l/ P ........................................................ 4 3 .......... 55
5211 l/P harness, 15 cm from headlight switch breakout ............4 4 .......... 56
5212 Behind instrument cluster ................................................. 4 4 .......... 56
S214 Center of cowl .................................................................. 4 4 .......... 56
S242 ................................ l/P harness, 8 cm from LH door harness connector
breakout.................................................................. 32, 43 .. 39, 55
S255 l/P harness, 10 cm from headlight switch breakout ............4 3 .......... 55
S275 .................................l/P harness, 16 cm from radio breakout ............................. 4 3 .......... 55
S305 ............................... In roof console harness, near C300 lead ..........................6 3 .......... 77
5315 Inside overhead console
531 6 Inside overhead console
S400 .................................Bottom of LH B—pillar........................................................6 2 .......... 76
S402 (Suburban/Utility)__ Front to rear body harness, 12 cm from RH speaker
breakout......................................................................6 8 .......... 86
S 4 1 0 .................................Bottom of LH B—p illar........................................................ 6 2 .......... 76
 DIAGNOSIS — INTERIOR LIGHTS
TROUBLESHOOTING HINTS:
1. Check condition of CTSY, PARK LP, and T/GREL
Fuse(s). If fuse(s) is blown, locate and repair source
of overload. Replace fuse(s).
COURTESY LAMPS DO NOT OPERATE
TEST
1. Connect a test lamp from ORN (40)
wire at LH or RH l/P courtesy lamp
connectors to ground. Check at
each courtesy lamp.
2. Open all doors. Connect test lamp
from ORN (40) wire to WHT (156)
wire at LH or RH l/P courtesy lamp
connectors.
3. Disconnect door jamb switch
connectors. Connect ohmmeter
from WHT (156) terminal at door
jamb switch to ground. Take
reading with door open and
reading with door closed. With door
open, reading must be 0 ohms and
with door closed, infinite ohms.
4. Disconnect headlight and panel
dimmer switch connector. Connect
ohmmeter from WHT (156) terminal
to BLK (150) terminal at headlight
and panel dimmer switch. Turn
headlight and panel dimmer switch
to ON and then OFF and take a
reading in each position. When ON,
reading must be 0 ohms and when
OFF, reading must be infinite ohms.
RESULT ACTION
Test lamp lights. GO to step 2.
Test lamp does not light. LOCATE and REPAIR open in ORN
(40) wire from inoperative LH or RH
l/P courtesy lamp connector(s) to
splice S214 or from splice S214 to
convenience center connector.
Test lamp lights. REPLACE bulb if lamp did not work.
If lamp stayed ON all the time, GO
to step 3.
Test lamp does not light. GO to step 3.
Correct readings. GO to step 4.
Incorrect readings. REPLACE door jamb switch(es) that
have incorrect reading.
Correct readings. LOCATE and REPAIR open in WHT
(156) wire between headlight and
panel dimmer switch connector and
splice S255 or between splice S255
and door jamb switch connectors or
between splice S255 and
convenience center. Also check
WHT (156) wire from LH or RH l/P
courtesy lamp connectors to splice
S212 or from splice S212 to
convenience center connector. Also
check BLK (150) wire from headlight
and panel dimmer switch connector
to splice S207 or from splice S207 to
ground G202.
Incorrect readings. REPLACE headlight and panel
dimmer switch switch.
 DOME LAMP DOES NOT WORK OR STAYS ON ALL THE TIME
TEST
1. Connect test lamp from ORN (40)
wire at inoperative dome lamp to
ground.
2. Open all doors and turn panel
dimmer switch to ON. Connect test
lamp from ORN (40) wire to WHT
(156) wire at inoperative dome
lamp.
3. Disconnect door jamb switch
connectors. Connect ohmmeter
from WHT (156) terminal to BLK
(150) terminal at door jamb switch.
Take reading with door open and
reading with door closed. With door
open, reading must be 0 ohms and
with door closed, infinite ohms.
4. Disconnect headlight and panel
dimmer switch connector. Connect
ohmmeter from WHT (156) terminal
to BLK (150) terminal at headlight
and panel dimmer switch. Turn
switch to ON and then OFF and
take a reading in each position.
When ON, reading must be 0 ohms
and when OFF, reading must be
infinite ohms.
l/P COMPARTMENT BOX LAMP DOES NOT WORK
TEST
1. Open l/P compartment box door.
Connect test lamp from ORN (40)
wire l/P compartment box lamp
connector to ground.
2. Connect test lamp from ORN (40)
wire to BLK (150) wire at l/P
compartment box lamp connector.
RESULT ACTION
Test lamp lights. GO to step 2.
Test lamp does not light. LOCATE and REPAIR open in ORN
(40) wire between inoperative dome
lamp and splice S400 or between
splice S400 and convenience center
connector.
Test lamp lights. REPLACE bulb if dome lamp did not
work. If dome lamp stayed ON all
the time, GO to step 3.
Test lamp does not light. GO to step 3.
Correct readings. GO to step 4.
Incorrect readings. REPLACE door jamb switch(es) that
have incorrect reading.
Correct readings. LOCATE and REPAIR open or short
in WHT (156) wire from headlight
panel dimmer switch connector to
splice S255 or from splice S255 to
convenience center. Also LOCATE
and REPAIR open in BLK (150) wire
between headlight and panel
dimmer switch connector and splice
S207 or between splice S207 and
ground G202.
Incorrect readings. REPLACE headlight and panel
dimmer switch.
RESULT ACTION
Test lamp lights. GO to step 2.
Test lamp does not light. LOCATE and REPAIR open in ORN
(40) wire between l/P compartment
box lamp connector and splice S214
or between splice S214 and
convenience center connector.
Test lamp lights. REPLACE l/P compartment box
lamp assembly.
Test lamp does not light. LOCATE and REPAIR open in BLK
(150) wire from l/P compartment box
lamp connector to ground terminal
G202.
 DIAGNOSIS — UNDERHOOD LAMP

TROUBLESHOOTING HINTS:

1. Check condition of UNDERHOOD LAMP Fuse. If

fuse is blown, locate and repair source of overload.
Replace fuse.

UNDERHOOD REEL LAMP DOES NOT OPERATE

TEST RESULT ACTION
1. Connect a test lamp from ORN (40) Test lamp lights. REPLACE underhood lamp bulb.
wire to BLK (150) wire at
underhood lamp connector. Test lamp does not light. GO to step 2.

2. Connect a test lamp to RED (2)
wire at in-line fuse connector to
ground.
Test lamp lights. REPLACE in-line fuse.
Test lamp does not light. LOCATE and REPAIR open in RED
(2) wire from in-line fuse connector
to battery junction block.

CIRCUIT OPERATION

COURTESY, DOME AND IIP
COMPARTMENT BOX LAMPS
Voltage is supplied at all times from the CTSY Fuse to
the Courtesy Lamp, Dome Lamp and l/P Compartment
Box Lamp. The Courtesy and Dome Lamps turn on when a
ground path is provided by the Headlight and Panel
Dimmer Switch or one of the Door Jamb Switches.
The l/P Compartment Box and Vanity Lamps have
their own switches that provide ground paths when their
switches close.
UNDERHOOD REEL LAMP
Voltage is supplied at all times to the Underhood Lamp
from the Battery Junction Block through an in-line fuse.
When the switch is closed a ground path is provided.
 A
I t A
SEE PAGE 8A-2-1
FOR MEASURING
AND HANDLING
PROCEDURES
COMPONENT LOCATION 201-PG FIG CONN
Ashtray Lamp...................... . Behind l/P, at ashtray................................................... .. 44 ... ...5 6
Auxiliary Heater and A/C
Control Assembly, Front... . Overhead console........................................................ .. 56 ... ... 68 . 202-5
Convenience Center............ . Under LH side of l/P .................................................... .4,33 . .. 7, 40
35, 37 44,48
38,41 50, 53
44, 45 56, 57
47, 50 59, 62
55, 66 67, 83
Fog Lamp Switch................. . RH side of instrument cluster....................................... .. 50 ... ... 62 . 202-22
Four-Wheel Drive Indicator
Lam p............................... . Center floor console.................................................... .. 55 ... . . . 6 7
Fuse Block.......................... . Lower LH side of l/P .................................................... .. 43 ... . . . 5 5
Head Light (Off/On) & Panel
Dimmer Switch................. . Upper LH side of l/P .................................................... .. 27 ... ... 32 ..... 202-23
Heater and A/C Control ....... . Center of l/P at heater control....................................... . . 48 ... . . . 6 0
Instrument Cluster............... . LH upper end of l/P .................................................... 32, 46 . . 39,58.... 202-9
Radio.................................. . LH side of l/P .............................................................. .. 42 ... ... 54 ..... 202-12,
202-25
Rear Defogger Switch ......... . LH side of l/P .............................................................. 202-25

CONNECTORS:
C230 ............................... . At heater-A/C control................................................... . . 48 ... ... 60 .. 202-17
C382 ............................... . At roof bow, near front dome lamp................................ .. 56 ... 68 .. ..202-20

GROUNDS:
G202 ............................... . l/P harness, 15 cm from data link connector ................. .. 32 ... . . . 3 8
G400 (Suburban) ............ . At RH C—pillar
G400 (Utility) ................... „ At RH C—pillar

SPLICES:
S207 .................................
S211 ...............................,.
S217 .................................
S294 ...............................,.
S295 ...............................,.
S325 ...............................,.
S328 .................................
S402 (Suburban/Utility) .....
l/P harness, 4 cm from radio breakout ......................... .. 43 ... ...55
l/P harness, 15 cm from headlight switch breakout ....... .. 44 ... ...56
Under LH side of l/P .................................................... .. 43 ... ...55
Heater harness, near l/P harness lead ......................... . . 38 ... ...49
Heater harness, near l/P harness le a d ......................... .. 38 ... ...49
Auxiliary heater-A/C control harness, behind roof console . 56 ... ...68
Auxiliary heater - A/C control harness, behind roof console 56 ... ...68
Front to rear body harness, 12 cm from RH speaker
breakout.................................................................. .. 68 ... ...86

CIRCUIT OPERATION

INTERIOR LAMPS DIMMING

With the Headlight Switch in PARK or HEAD, voltage is

supplied to the Instrument Panel Dimmer Switch. This
voltage goes through the PNL LPS 5 Amp Fuse to the l/P
Cluster Lamps, Radio, Heater — A/C Control Assembly,
Auxiliary Heater-A/C Control Assemblies, Rear Defogger
and Four-Wheel Drive Indicator Lamps.
2 DOOR PICKUP

.......... 1 POWER |

SOLID- \ WINDOW SOLID- ^

STATE 1 MOTOR STATE 1 MOTOR
UTILITY
 CREW CAB & SUBURBAN

HOT IN RUN HOT IN START OR RUN

 CREW CAB & SUBURBAN

SEE FUSE
BLOCK DETAILS
— -4 SECTION 8A-11

150 S207 150

G202
\/P
GROUND
COMPONENT LOCATION 201 -PG FIG CONN
Convenience Center..............Under LH side of l/P ........................................................4, 33 ... 7, 40
35, 37 44, 48
38, 41 50, 53
44, 45 56, 57
47, 50 59, 62
55, 66 67, 83
Window Motor, LH Front .......Inside LH front door ......................................................... 2 ............ 4
Window Motor, LH Rear.........Inside LH rear door........................................................... 3 .......... 6
Window Motor, RH F ro n t.......Inside RH frontdoor......................................................... 2 .......... 5
Window Motor, RH Rear .......Inside RH rear door ......................................................... 4 .......... 7
Window Switch, LH R ear.......On LH rear door trim panel............................................... 7 ......... 10
Window Switch, Master .........On LH trim panel
Window Switch, RH F ro n t__ On RH trim panel ............................................................. 6 .......... 9
Window Switch, RH Rear.......On RH rear door trim panel............................................... 8 ......... 11

CONNECTORS:
C325 .................................LH A—p illa r.............................................................. 54, 59 . 66, 73 . . 202-18
C326 .................................LH A—pillar.............................................................. . 54 ... .. 66 .. . 202-19
54, 59 . 66, 73 . . 202-19
C330 .................................RH A—pillar........ . 54 ... .. 66
C331 .................................RH A—pillar........ . 54 ... .. 66
C332 .................................LH body A—pillar . 54 ... .. 66
C341 .................................At LH B-pillar... 60,61 . 74, 75 . . 202-20
C342 .................................At RH B-pillar .. 60,61 . 74, 75. . 202-20

GROUNDS:
G202 .................................l/P harness, 15 cm from data link connector ......................3 2 ..........38

SPLICES:
S207 ............... ............... l/P harness, 4 cm from radio breakout ............................. . 43 ... ...55
S213 ............... ............... l/P harness, 4 cm from headlight switch breakout............. . 43 ... ...55
S272 ................ ............... Power window and door locks harness, near convenience
center leads............................................................... . 54 ... ...66
S277 ............... ............... l/P harness, 8 cm from DERM breakout........................... . 54 ... ...66
S279 ............... ............... Power window and door lock harness, near convenience
center leads.............................................................. . 54 ... ...66
S500 ................ ............... In LH front door, power window and lock harness, near
window motor lead ..................................................... . 59 ... 73
S501 ................ ............... In LH front door, power window and lock harness, near
window motor lead ..................................................... . 59 ... ...73
 DIAGNOSIS — POWER WINDOWS

TROUBLESHOOTING HINTS:

1. Check condition of ACC-IGN circuit breaker. If circuit 2. Check condition of GAUGES fuse, if fuse is blown,
breaker is in good condition, use the following locate and repair source of overload. Replace fuse,
diagnostic procedures.

BOTH POWER WINDOWS DO NOT OPERATE

TEST
1. Place ignition switch in ACC
position. Connect test lamp from
YEL (343) wire at LH window
switch connector to ground.
2. Connect test lamp from YEL (343)
wire to BLK (150) wire at LH
window switch connector.
RESULT ACTION
Test lamp lights. GO to step 2.
Test lamp does not light. LOCATE and REPAIR open in YEL
(343) wire from LH window switch
connector to splice S279 or from
splice S279 to convenience
center connector. Also YEL (343)
wire from convenience center
connector to fuse block.
Test lamp lights. REPLACE LH window switch.
Test lamp does not light. LOCATE and REPAIR open in BLK
(150) wire from LH window switch
connector to convenience center
connector.

LH POWER WINDOW DOES NOT OPERATE OR ONLY GOES IN ONE DIRECTION (PICKUP, UTILITY)
TEST
1. Place ignition switch in ACC
position. Connect test lamp from
YEL (343) wire at LH window
switch connector to ground.
2. Connect test lamp from YEL (343)
wire to BLK (150) wire at LH
window switch connector.
3. Move and hold LH window switch
to UP position. Connect test lamp
from BRN (165) wire at LH window
switch connector.
4. Connect test lamp from BRN (165)
wire to DK BLU (164) wire at LH
window switch connector.
RESULT ACTION
Test lamp lights. GO to step 2.
Test lamp does not light. LOCATE and REPAIR open in YEL
(343) wire from LH window switch
connector to splice S279.
Test lamp lights. GO to step 3.
Test lamp does not light. LOCATE and REPAIR open in BLK
(150) wire from LH window switch
connector to splice S501.
Test lamp lights. GO to step 4.
Test lamp does not light. REPLACE LH window switch.
Test lamp lights. GO to step 5.
Test lamp does not light. REPLACE LH window switch.
 LH POWER WINDOW DOES NOT OPERATE OR ONLY GOES IN ONE DIRECTION
(PICKUP, UTILITY) (CONTINUED)
TEST
5. Connect test lamp from BRN (165)
wire at LH window motor connector
to ground.
6. Connect test lamp from BRN (165)
wire to DK BLU (164) wire at LH
window motor connector.
RH POWER WINDOW ONLY OPERATES FROM DRIVER’S SIDE WINDOW SWITCH (PICKUP, UTILITY)
TEST
1. Place ignition switch in ACC
position. Connect test lamp from
YEL (343) wire at RH window
switch connector to ground.
2. Move RH window switch to UP
position. Connect test lamp from
BRN (667) wire at RH window
switch connector to ground.
3. Move RH window switch to DOWN
position. Connect test lamp from
DK BLU (666) wire at RH window
switch connector to ground.
RH POWER WINDOW DOES NOT OPERATE FROM EITHER SWITCH (PICKUP, UTILITY)
TEST
1. Place ignition switch in ACC
position. Position and hold RH
window switch to UP. Connect test
lamp from BRN (667) wire at RH
window motor connector to ground.
2. Connect test lamp from BRN (667)
wire to DK BLU (666) wire at RH
window motor connector.
3. Connect test lamp from YEL (343)
wire at LH window switch
connector to ground.
4. Connect test lamp from YEL (343)
wire to DK BLU (166) wire at LH
window switch connector.
RESULT ACTION
Test lamp lights. GO to step 6.
Test lamp does not light. LOCATE and REPAIR open in BRN
(165) wire from LH window motor
connector and LH window switch
connector.
Test lamp lights. REPLACE LH window motor.
Test lamp does not light. LOCATE and REPAIR open in DK
BLU (164) wire between LH window
motor connector and LH window
switch connector.
RESULT ACTION
Test lamp lights. GO to step 2.
Test lamp does not light. LOCATE and REPAIR open in YEL
(343) wire from RH window switch
connector to splice S279.
Test lamp lights. GO to step 3.
Test lamp does not light. REPLACE RH window switch.
Test lamp does not light. REPLACE RH window switch.
RESULT ACTION
Test lamp lights. GO to step 2.
Test lamp does not light. GO to step 3.
Test lamp lights. REPLACE RH window motor.
Test lamp does not light. GO to step 4.
Test lamp lights. GO to step 4.
Test lamp does not light. LOCATE and REPAIR open in YEL
(343) wire from LH window switch
connector to splice S279.
Test lamp lights. GO to step 6.
Test lamp does not light. GO to step 5.
 RH POWER WINDOW DOES NOT OPERATE FROM EITHER SWITCH
(PICKUP, UTILITY) (CONTINUED)
TEST RESULT ACTION
5. Connect test lamp from YEL (343) Test lamp lights. REPLACE LH window switch.
wire to BLK (150) wire at LH
window switch connector. Test lamp does not light. LOCATE and REPAIR open in BLK
(150) wire from LH window switch
connector to splice S501.
6. Connect test lamp from YEL (343) Test lamp lights. GO to step 7.
wire to TAN (167) wire at LH
window switch connector. Test lamp does not light. REPLACE LH window switch.

7. Connect test lamp from YEL (343) Test lamp lights at both wires (166 REPLACE RH window switch.
wire to DK BLU (166) wire and then and 167).
to TAN (167) wire at RH window
switch connector. Test lamp lights at only one wire or LOCATE and REPAIR open in wires
not at all. (166 and 167) from RH window
switch connector to master switch
connector.

POWER WINDOW SWITCH ILLUMINATION LAMP(S) DO NOT LIGHT (CREW CAB, SUBURBAN, UTILITY)
TEST
1. Place ignition switch in RUN or
ACC position. Connect test lamp
from BRN (9) wire at window switch Test lamp does not light.
connector or to ground.
2. Connect test lamp from BRN (9)
wire at body connector C326 or
C328 to ground.
3. Connect test lamp from BRN (9)
wire to BLK (150) wire at window
switch connector.
RESULT ACTION
Test lamp lights. GO to step 3 for LH, step 4 for RH.
LOCATE and REPAIR open in BRN
(9) wire between window switch
connector and body connector
C326. If wire is good, GO to step 2.
Test lamp lights. GO to step 3 for LH, step 4 for RH.
Test lamp does not light. LOCATE and REPAIR open in
PNK/BLK (39) wire between body
connector C326 or C328 and splice
S277 or between splice S277 and
convenience center connector. Also
check BRN (9) wire from
convenience center to fuse block.
Test lamp lights. REPLACE switch.
Test lamp does not light. LOCATE and REPAIR open in BLK
(150) wire from LH window switch
connector to splice S501, from
splice S501 to splice S272, from
splice S272 to convenience center
connector, from convenience center
to splice S207 or from splice S207 to
l/P ground G202.
 POWER WINDOW SWITCH ILLUMINATION LAMP(S) DO NOT LIGHT
(CREW CAB, SUBURBAN, UTILITY) (CONTINUED)
TEST RESULT ACTION
4. Connect test lamp from BRN (9) Test lamp lights. REPLACE switch.
wire to BLK (150) wire at window
switch connector. Test lamp does not light. LOCATE and REPAIR open in BLK
(150) wire from RH window switch
connector to splice S272, from
splice S272 to convenience center
connector, from convenience center
to splice S207 or from splice S207 to
l/P ground G202.

POWER WINDOWS DO NOT OPERATE OR ONLY GO IN ONE DIRECTION (SUBURBAN, CREW CAB)
TEST RESULT ACTION
1. Place ignition switch in RUN or Test lamp lights. GO to step 2.
ACC position. Connect test lamp
from PNK (76) wire at affected Test lamp does not light. LOCATE and REPAIR open in PNK
window switch connector to ground. (76) wire from affected window
switch connector to splice S279 or
from splice S279 to convenience
center connector.
2. Connect a test lamp from DK BLU Test lamp lights. GO to step 3.
(1307) wire to BLK (150) wire at
affected window switch connector. Test lamp does not light. LOCATE and REPAIR open in BLK
(150) wire from affected window
switch connector to splice S501 or
from splice S501 to convenience
center connector.
3. Move and hold affected window Test lamp lights. GO to step 4.
switch to UP position. Connect test
lamp from BRN (165, 667, DK BLU
(669) 671) wire at affected window Test lamp does not light. REPLACE affected window switch.
switch connector to ground.
4. Connect test lamp from BRN (165, Test lamp lights. GO to step 5.
667, DK BLU (669) or 671) wire to
DK BLU (164, 666, BRN (668) or
670) wire at affected window switch Test lamp does not light. REPLACE affected window switch.
connector.
5. Connect test lamp from BRN (165, Test lamp lights. GO to step 6.
667, DK BLU (669) or 671) wire at
affected window motor connector to Test lamp does not light. LOCATE and REPAIR open in BRN
ground. (165, 667, DK BLU (669) or 671)
wire from affected window motor
connector to window switch
connector.
6. Connect test lamp from BRN (165, Test lamp lights. REPLACE affected window motor.
667, 669 or 671) wire to DK BLU
(164, 666, DK BLU (669) or 670) Test lamp does not light. LOCATE and REPAIR open in DK
wire at affected window motor BLU (164, 666, 669 or 670) wire
connector. between affected window motor
connector and window switch
connector.
 POWER WINDOWS DO NOT OPERATE FROM DRIVER’S SIDE WINDOW SWITCH (SUBURBAN)
TEST
1. Place ignition switch in ACC
position. Position and hold affected
widow switch to UP position.
Connect test lamp from BRN (165,
667, 668 or 671) wire at affected
window motor connector to ground.
2. Connect test lamp from BRN (165,
667, 668, 671) wire to DK BLU
(164, 666, 669 or 671) wire at
affected window motor connector.
3. Connect test lamp from PNK (76)
wire at affected window switch
connector to ground.
4. Connect test lamp from PNK (76)
wire to DK BLU/WHT (166), DK
GRN (168) or LT GRN (170) wires
at affected window switch
connector.
5. Connect test lamp from PNK (76)
wire to BLK (150) wire at affected
window switch connector.
6. Connect test lamp from PNK (76)
wire to TAN (167), PPL (169) or
PPL (171) wire at affected window
switch connector.
7. Connect test lamp from PNK (76)
wire to BLK (150) wire at affected
window switch connector.
8. Connect test lamp from PNK (76)
wire to DK BLU (166), DK GRN
(168) or LT GRN (170) wire and
then to TAN (167), PPL (169) or
PPL (171) wire at affected window
switch connector.
RESULT
Test lamp lights.
Test lamp does not light.
Test lamp lights.
Test lamp does not light.
Test lamp lights.
Test lamp does not light.
Test lamp lights.
Test lamp does not light.
Test lamp lights.
Test lamp does not light.
Test lamp lights.
Test lamp does not light.
Test lamp lights.
Test lamp does not light.
Test lamp lights at all wires.
Test lamp lights at only one wire or
not at all.
ACTION
GO to step 2.
GO to step 3.
REPLACE affected window motor.
GO to step 3.
GO to step 4.
LOCATE and REPAIR open in PNK
(76) wire from affected window
switch connector C506, C507 to
splice S500 or from splice S500 to
splice S279.
GO to step 6.
GO to step 5.
REPLACE affected window switch.
LOCATE and REPAIR open in BLK
(150) wire from affected window
switch connector C506 to splice
S501 or from splice S501 to splice
S272 or from splice S272 to
convenience center connector.
GO to step 8.
GO to step 7.
REPLACE affected window switch.
LOCATE and REPAIR open in BLK
(150) wire from affected window
switch connector to splice S501 or
from splice S501 to splice S272 or
from splice S272 to convenience
center connector.
REPLACE affected window switch.
LOCATE and REPAIR open in wires
DK BLU (166), DK GRN (168), LT
GRN (170), TAN (167), PPL (169) or
PPL (171) from affected window
switch connector to master switch
connector(s).
 POWER WINDOWS ONLY OPERATE FROM DRIVER’S SIDE WINDOW SWITCH (SUBURBAN, CREW CAB)
TEST
1. Place ignition switch in ACC Test lamp lights.
position. Connect test lamp from
PNK (76) wire at affected window Test lamp does not light.
switch connector to ground.
2. Move affected window switch to UP Test lamp lights.
position. Connect test lamp from
BRN (667, 668 or 671) wire at
affected window switch connector Test lamp does not light.
to ground.
3. Move affected window switch to Test lamp lights.
DOWN position. Connect test lamp
from DK BLU (666, 669 or 670)
wire at affected window switch Test lamp does not light.
connector to ground.
CIRCUIT OPERATION
CREW CAB, SUBURBAN, UTILITY
A permanent magnet (PM) motor operates each of the
Power Windows. Each Motor raises or lowers the window
when the voltage is supplied to it. The direction the Motor
turns depends on the polarity of the supply voltage. The
Switches control the supply voltage. The Switches control
the supply voltage polarity.
The Master Door Lock/Power Window Switch
Assembly controls all of the Windows Motors. Each
window also has its own control switch.
Each Motor is protected by a built-in circuit breaker. If
a Window Switch is held too long with the window
obstructed or after the window is fully up or down, the circuit
breaker opens the circuit. The circuit breaker resets
automatically.
When the Ignition Switch is in RUN or ACC, battery
voltage is supplied to the Master Door Lock/Power Window
Switch Assembly, the ACC-IGN Circuit Breaker and the
PNK (76) wires.
RESULT ACTION
GO to step 2.
LOCATE and REPAIR open in PNK
(76) wire from affected window
switch to splice S279 or from splice
S279 to convenience center
connector.
GO to step 3.
REPLACE affected window switch.
System operates normally.
REPLACE affected window switch.
When any of the UP Switches are operated, battery
voltage is supplied to the Window Motor through the DK
BLUA/VHT (166) wire. The Window Motor is grounded
through the DN contact. The Motor runs to drive the
window up. When any of the DN Switches are operated,
battery voltage is supplied to the Window Motor in the
opposite direction through the BRN (165) wire. The
Window Motor is grounded through the UP contact. The
Motor runs to drive the window down.
2-DOOR AND EXTENDED CAB
PICKUP
A permanent magnet (PM) motor operates each of the
Power Windows. Each Motor raises or lowers the glass
when the voltage is supplied to it. The direction the Motor
turns depends on the polarity of the supply voltage. The
Switches control the supply voltage. The Switches control
the supply voltage polarity.
The Master Door Lock/Power Window Switch
Assembly controls both of the Motors. The RH Window
Switch controls only the RH Window Motor.
 Each Motor is protected by a built-in circuit breaker. If
a Window Switch is held too long with the window
obstructed or after the window is fully up or down, the circuit
breaker opens the circuit. The circuit breaker resets
automatically as it cools.
When the Ignition Switch is in RUN, or ACC, battery
voltage is applied to the Master Door Lock/Power Window
Switch Assembly, the ACC IGN Circuit Breaker and the
PNK (76) wires. When any of the UP Switches are
operated, battery voltage is supplied to the Window Motor
through the DK BLU (164) wire. The Window Motor is
grounded through the DN contact. The Motor runs to drive
the window up. When any of the DN Switches are
operated, battery voltage is supplied to the Window Motor
in the opposite direction through the BRN (165) wire. The
Window Motor is grounded through the UP contact. The
Motor runs to drive the window down.
WINDOW SWITCH OPERATION
When the Ignition Switch is in RUN or ACC, battery
voltage is supplied to the Window Switch through the
ACC-IGN Circuit Breaker and the PNK (76) wires. When
the UP Switch in the Window Switch is operated, battery
voltage is supplied to the Window Motor through the DK
BLU (166) wire. The Motor is grounded through the BRN
(165) wire, the DN contact in the Window Switch, the TAN
(167) wire and the DN contact in the Master Door
Lock/Power Window Switch Assembly. The Motor runs to
drive the window up. When the DN switch in the Window
Switch is operated, battery voltage is supplied to the
Window Motor in the opposite direction through the BRN
(165) wire. The Motor is grounded through the DK BLU
(164) wire, the UP contact in the Window Switch, the DK
BLU (166) wire and the UP contact in the Master Door
Lock/Power Window Switch Assembly. The Motor runs to
drive the window down.
FRONT DOOR WINDOW SWITCH LAMPS
(EXCEPT PICK-UP)
The front door power window switches have
illumination lamps built into the switches. When the ignition
switch is in ACC or RUN, battery voltage is supplied to the
front door window switches through the GAGES fuse and
BRN (9) circuit.
 CREW CAB AND SUBURBAN WITH POWER WINDOWS

HOT AT ALL TIMES

294
PICKUP AND EXTENDED CAB WITH POWER WINDOWS

C O N V EN IEN C E

DOOR
LOCK
SWITCH

3 BLK 150

SEE GROUND
DISTRIBUTION
SECTION 8A-11

G202 w
l / P GROUND
 PICKUP AND EXTENDED CAB WITHOUT POWER WINDOWS

I HOT AT ALL TIMES

 CREW CAB, SUBURBAN AND UTILITY WITHOUT POWER WINDOWS

HOT AT ALL TIMES

I
I
HOT AT ALL TiMES I

- = r l/P GROUND

4208S4572
COMPONENT LOCATION 201-PG FIG CONN
Convenience Center........ . Under LH side of l/P .............................. ... 4 .......... 7
Door Lock Relay ............. . Under l/P, RH side of brake pedal bracket 202-25
Door Lock Motor, Cargo Door . Inside RH rear cargo door...................... ... 7 3 ........ 92
Door Lock Motor, LH Front . . Inside door
Door Lock Motor, RH Front . . Inside door
Door Lock Motor, LH Rear.. . Inside door
Door Lock Motor, RH Rear . . Inside door
Door Lock Switch, LH Front. . On door trim panel
Door Lock Switch, RH Front . On door trim panel

CONNECTORS:
C237 .................................At LH body hinge pillar ... 38 ... 50
C241 .................................At convenience center
C257 .................................At convenience center
C325 .................................LH A—p illa r................. . 54, 59 .. 66,73. . 202-18
C328 ................................ RH A—pillar............... . 54, 59 .. 66,73. .202-19
C341 .................................At LH B—pillar............. . 60, 61 .. 74,75. .202-20
C342 .................................At RH B—pillar ........... . 60, 61 .. 74,75. . 202-20
C404 .................................LH D—pillar................. . 64, 68 .. 78,87
73 92
C904 . . . 73 . . . ...92

GROUNDS:
G202 ......... l/P harness, 15 cm from data link connector .................... 32 38

SPLICES:
S207 .................................l/P harness, 4 cm from radio breakout .............................. 43 55
S272 .................................Power window and door locks harness, near convenience
center leads............... ................................................ 54 66
S278 .................................l/P harness, 8 cm from cross body harness connector
breakout..................................................................... 54 66
5280 Power window and door lock harness, near convenience
center leads
5281 Power window and door locks harness, near door lock relay
5282 Power window and door locks harness, near door lock relay
5283 Power window and door locks harness, near door lock relay
S501 In LH front door, power window and lock harness, near
window motor lead ...................................................... 59 73
5600 RH front power window and door lock harness, near
window motor lead ...................................................... 59 73
5601 RH front power window and door lock harness, near
window motor lead ...................................................... 59
 DIAGNOSIS — POWER DOOR LOCKS

TROUBLESHOOTING HINTS:

1. Check to see that ACC-BATT Circuit Breaker and 2. Refer to the 1995 C/K Service Manual for diagnosis
CIG LTR Fuse 13 are not blown. If fuse is blown, and repair of all non-electrical system components,
locate and repair source of overload, then replace
fuse. If Circuit Breaker is open, locate and repair
source of overload, then check breaker for proper
operation. If breaker does not reset, replace breaker.

POWER DOOR LOCKS DO NOT OPERATE FROM EITHER SWITCH (2-DOOR AND EXTENDED CAB)
TEST RESULT ACTION
1. Connect test lamp from ORN (540) Test lamp lights. GO to step 2.
wire at LH lock switch connector to
ground. Test lamp does not light. LOCATE and REPAIR open in ORN
(540) wire between LH lock switch
connector and connector C325 or
from connector C325 to splice S278
or between splice S278 and
convenience center connector or
from convenience center connector
to fuse block.
2. Connect test lamp from ORN (540) Test lamp lights. REPLACE LH lock switch.
wire to BLK (150) wire(s) at LH lock
switch connector. Test lamp does not light. LOCATE and REPAIR open in BLK
(150) wire(s) from lock switch
connector to splice S501 or from
splice S501 to connector C325 or
from connector C325 to splice S272
or from splice S272 to convenience
center connector.

BOTH SWITCHES ONLY OPEN ONE DOOR LOCK

TEST
1. Move one of the lock switches to
UNLOCK position. Disconnect
connector at motor that is not
working. Connect test lamp from
GRA (295) wire at lock motor
connector to ground.
2. Connect test lamp from GRA (295)
wire to TAN (294) wire at
inoperative lock motor connector.
RESULT ACTION
Test lamp lights. GO to step 2.
Test lamp does not light. LOCATE and REPAIR open in GRA
(295) wire from lock motor
connector to splice S600.
Test lamp lights. REPLACE lock motor.
Test lamp does not light. LOCATE and REPAIR open in TAN
(294) wire from lock motor
connector to splice S601.
 NONE OF THE DOOR LOCK MOTORS LOCK OR UNLOCK (CREW CAB AND SUBURBAN)
TEST
1. Connect test lamp from ORN (540)
wire at door lock relay connector to
ground.
2. Connect test lamp from ORN (540)
wire to BLK (150) wire at door lock
relay connector.
3. Connect test lamp from TAN (294)
or GRA (295) wire(s) at door lock
relay connector to ground. Move
either door lock switch to the lock
or unlock position.
RESULT
Test lamp lights.
Test lamp does not light.
Test lamp lights.
Test lamp does not light.
Test lamp lights on both wires.
Test lamp does not light on one or
both wires.
ACTION
GO to step 2.
LOCATE and REPAIR open in ORN
(540) wire between door lock relay
connector and convenience center
connector or from ORN (640) wire at
convenience center to fuse block.
GO to step 3.
LOCATE and REPAIR open in BLK
(150) wire between door lock relay
connector and splice S272 or
between splice S272 and
convenience center connector. Also
check BLK (150) wire from
convenience center to l/P ground
G202.
LOCATE and REPAIR open in TAN
(294)/GRA (295) wire(s) between
door lock relay connector C250 and
splice S280 or S282.
REPLACE door lock relay.

BOTH SWITCHES ONLY OPEN ONE DOOR LOCK (CREW CAB AND SUBURBAN)
TEST
1. Move one of lock switches to
UNLOCK position. Disconnect door
lock motor connector at motor that
is not working. Connect test lamp
from GRA (295) wire at lock motor
connector to ground.
2. Connect test lamp from GRA (295)
wire to TAN (294) wire at
inoperative lock motor connector.
RESULT ACTION
Test lamp lights. GO to step 2.
Test lamp does not light. LOCATE and REPAIR open in GRA
(295) wire from lock motor
connector to splice S282.
Test lamp lights. REPLACE lock motor.
Test lamp does not light. LOCATE and REPAIR open in TAN
(294) wire from lock motor
connector to splice S280.

POWER DOOR LOCKS ONLY WORK FROM ONE LOCK SWITCH (ALL VEHICLES)
TEST RESULT ACTION
1. Connect test lamp from ORN (540) Test lamp lights. REPLACE inoperative lock switch.
wire at inoperative lock switch
connector to ground. Test lamp does not light. LOCATE and REPAIR open in ORN
(540) wire from lock switch to splice
S278.
 CARGO DOOR LOCK MOTOR DOES NOT LOCK AND/OR UNLOCK (SUBURBAN)
TEST RESULT ACTION
1. Open rear cargo doors. Connect Test lamp lights. GO to step 2.
test lamp from TAN (294) or GRA
(295) wire(s) at cargo door contact Test lamp does not light. LOCATE and REPAIR open in TAN
button connector to ground. Move (294) or GRA (295) wire(s) from
either door lock switch to the lock contact button connector to splice(s)
or unlock position. S280 or S282.

2. Close cargo doors. Connect test Test lamp lights. GO to step 3.

lamp from GRA (295) wire at door
lock motor connector to ground.
Move one lock switch to UNLOCK
position.
3. Connect test lamp from GRA (295)
wire to TAN (294) wire at door lock
motor connector. Move one lock
switch to LOCK and UNLOCK
positions.
Test lamp does not light.
Test lamp lights in both positions.
Test lamp does not light in one or
both positions.
LOCATE and REPAIR open in GRA
(295) wire from door lock motor
connector to door mounted contact
button connector.
REPLACE cargo door lock motor.
LOCATE and REPAIR open in TAN
(294) wire from door lock motor
connector to door mounted contact
button connector.

CIRCUIT OPERATION

2-DOOR, EXTENDED CAB AND UTILITY CREW CAB AND SUBURBAN

When a Door Lock Switch is operated, both of the
doors will lock or unlock. Each lock can also be operated
manually. The locks are operated by reversible motors that
receive voltage from the ACC-BATT Circuit Breaker. The
Door Lock Switches operate to turn the Motors on by
supplying battery voltage to one of the terminals and
ground the other terminal.
When a Door Lock Switch is operated, all of the doors
will lock or unlock. Each lock can also be operated
manually. The locks are operated by reversible motors that
receive voltage from the ACC-BATT Circuit Breaker. The
Door Lock Switches operate to turn the Motors on by
supplying battery voltage to one of the terminals and
ground the other terminal.

When either Door Lock Switch is moved to the LOCK
position, it completes the circuit to the Motors. Voltage is
supplied to the GRA (295) wire and to the Door Lock
Motors, which are grounded by the TAN (294) wire from the
other terminal of the Motor through the other switch contact
to ground. The Motor in each door runs to operate the Door
Locks. When the Door Lock Switch is released, the circuit
is opened and the Motors turn off.
A similar action occurs with either of the Door Lock
Switches closing to the UNLOCK position. Now the TAN
(294) wires to the Motors supply battery voltage and the
GRA (295) wires are grounded. The polarity of the voltage
to the Motors has reversed. The Motors run in the opposite
direction to unlock the doors.
The Door Lock Switches are usually closed for just a
moment. If the Door Lock Switches are held closed, a
circuit breaker in each Motor will open to protect against
damage. The circuit breakers close automatically when
they cool off.
When either Door Lock Switch is moved to the LOCK
position, it completes the circuit to the Motors. Voltage is
supplied to the GRA (295) wire and to the Door Lock
Motors, which are grounded by the TAN (294) wire from the
other terminal of the Motor through the other switch contact
and through the Door Lock Relay to the BLK (150) wire and
ground G202. The Motor in each door runs to operate the
Door Locks. When the Door Lock Switch is released, the
circuit is opened and the Motors turn off.
A similar action occurs with either of the Door Lock
Switches closing to the UNLOCK position. Now the TAN
(294) wires to the Motors supply battery voltage and the
GRA (295) wires are grounded. The polarity of the voltage
to the Motors has reversed. The Motors run in the opposite
direction to unlock the doors.
The Door Lock Switches are usually closed for just a
moment. If the Door Lock Switches are held closed, a
circuit breaker in each Motor will open to protect against
damage. The circuit breakers close automatically when
they cool off.
REAR CARGO DOORS (SUBURBAN)
A. . „ , . . xl_
The Rear Cargo Doors must be fully closed for the
Door Lock Motor to operate. The Door Lock Motor is
located in the right rear cargo door. Contact buttons are
located on the cargo door opening on the body and also on
the right rear cargo door.
UTILITY

A
SEE GENERAL
INFORMATION
FOR MEASURING
AND HANDLING
PROCEDURES

SEE SECTION
8A-114
INTERIOR
LIGHTS
PICKUP AND EXTENDED CAB

A
SEE GENERAL
INFORMATION
FOR MEASURING
AND HANDLING
PROCEDURES

SEE SECTION
- I 10
EXTERIOR LIGHTS
CREW CAB AND SUBURBAN
 CREWCAB AND SUBURBAN

S E E G EN ERA L
DATA LIN K INFO RM ATIO N
C O NNECTOR F O R M EA S U R IN G
S E E SEC TIO N AND H AN DLIN G
8A -50 PRO CED U RES

B LK /W H T ■ 1455

I
.3 5 B L K / W H T |

PROGRAM
1455

C2

G RO U N D
T KEYLESS
| EN TRY
EN A BLE
IN PU T | M O D U LE

I A
$ lii^
LIF T G A T E
R ELEA SE JAM B
I
O U TPU T SWITCH
IN PU T
I

S263 •
COMPONENT LOCATION 201-PG FIG CONN
Door Lock Motor, LH Front . Inside door
Door Lock Motor, LH Rear.. Inside door
Door Lock Motor, RH Front . Inside door
Door Lock Motor, RH Rear . Inside door
Door Lock Switch, LH Front. On door trim panel . 202-10
Door Lock Switch, RH Front On door trim panel
Fuse B lock........................ Lower LH side of l/P 43 55
Remote Keyless Entry ....... Behind center of l/P

CONNECTORS:
C 21 2 .................................Crossbody harness, inline to left door wiring
C 21 3 .................................Crossbody harness, inline to left door wiring
C 21 4 .................................Crossbody harness, inline to right door wiring
C 21 9 .................................Crossbody harness, inline to RH rear door
C222 ................................ l/P harness, inline to crossbody harness

SPLICES:
S209 Crossbody harness to l/P J-block, RH & LH door, Keyless
entry module
S215 Under LH side of l/P
S217 ................................ Under LH side of l/P ......................................................... 43 55
S233 ................................ l/P harness, 8 cm from instrument cluster breakout............41 53
5259 RH upper side of engine
5260 (Suburban/Utility) __ l/P harness, 22.5 cm from steering column harness
connector breakout
S263 ................................ l/P harness, approx. 4 cm from auxiliary supply sockets
 DIAGNOSIS — REMOTE K EY LESS ENTRY

TROUBLESHOOTING HINTS:

1. Check condition of PWR ACC Circuit Breaker for an 2. If breaker is operational, proceed with diagnostics,
open condition. If breaker is open, locate and repair
source of overload. Recheck breaker.

KEYLESS ENTRY DOES NOT OPERATE

TEST RESULT ACTION
1. Does the RH door lock operate Yes GO to step 2.
from either of the vehicle’s power
door lock switches? No REFER to Section 130 in this
Manual for diagnosis of power door
locks.
2. Does the rear window operate from Yes GO to step 3.
vehicle’s rear window release
switch? No REFER to rear window release in
Section 135.
3. Does LH power door lock operate Yes GO to step 8.
from either of vehicle’s power door
lock switches? No GO to step 4.

4. Jumper keyless entry module Yes GO to step 5.

connector C1 terminal D to ground.
Does LH power door lock now lock No GO to step 6.
from either power door lock switch?
5. Connect ohmmeter between BLK Yes REPLACE keyless entry module and
(150) wire at keyless entry module reprogram replacement module.
connector C1 and ground. Is
ground okay? No REPAIR open in BLK (150) wire.

6. Measure voltage at terminal A GRA Yes GO to step 7.

(295) wire of LH front door lock
motor with either power door lock
switch held in lock. Is battery No
voltage present?
7. Measure voltage between terminal
B TAN (294) wire and A GRA (295)
wire at LH front door lock motor
with either power door lock switch
held in lock. Is battery voltage
present?
8. Is luggage compartment release
function only function not
operating?
REPAIR open GRA (295) wire.
Yes REPLACE LH door lock motor.
No REPAIR open in TAN (294 or 694)
wire from motor connector to
keyless entry module connector.
Yes GO to “Rear Window Release
Function Not Operating, All Other
Functions Operate” troubleshooting
chart.
No Go to step 9.
 KEYLESS ENTRY DOES NOT OPERATE (CONTINUED)
TEST
9. Do any transmitter functions Yes
operate?
No
10. Obtain known good transmitter. Yes
Jumper program connector.
Operate transmitter by pressing a
single button once. Disconnect No
jumper from program connector.
Does known good transmitter
operate all remote keyless entry
functions?
11. Measure voltage at terminal E WHT Yes
(194) wire at keyless entry module
connector C2 while pressing either No
of power door lock switches in
unlock position. Is battery voltage
present?
12. Measure voltage at terminal D LT Yes
BLU (195) wire at keyless entry
module connector C2 while
pressing either of power door lock
switches in lock position. Is battery No
voltage present?
TRANSMITTER FUNCTIONS DO NOT OPERATE
TEST
1. Replace transmitter batteries with Yes
fresh ones if condition of batteries
is unknown. Does transmitter now
operate all remote central No
functions?
2. Jumper Remote Keyless Entry Yes
BLK/WHT (1455) Program wire to
ground BLK (150) wire at Keyless
Entry Programming connector. Do No
all power doors lock and unlock?
3. Leave jumper connected. Obtain Yes
known good transmitter. Operate
transmitter by pressing a single
button once. Disconnect jumper
from Program Connector. Does No
known good transmitter now
operate all remote central
functions?
RESULT ACTION
GO to step 10.
GO to “Transmitter Functions Do
Not Operate” troubleshooting chart.
GO to step 12.
REPAIR open in WHT (194) wire
and reprogram keyless entry
module.
GO to step 12.
REPAIR open in WHT (194) wire
and reprogram keyless entry
module.
REPLACE keyless entry module.
Reprogram replacement keyless
entry module to portable transmitter
REPAIR open in LI BLU (195) wire
and reprogram keyless entry
module.
RESULT ACTION
Return vehicle to customer.
GO to step 2.
GO to step 3.
GO to step 4.
REPLACE inoperative transmitter.
Reprogram Keyless Entry Module to
replacement transmitter.
REPLACE Keyless Entry Module.
Reprogram replacement Keyless
Entry Module to transmitter.
 TRANSMITTER FUNCTIONS DO NOT OPERATE (CONTINUED)
TEST RESULT ACTION
4. Disconnect program connector Yes REPAIR BLK/WHT (1455) wire and
jumper. Check BLK/WHT (1455) reprogram Keyless Entry Module.
wire for short to ground. Is wire
shorted to ground? No GO to step 5.

5. Measure voltage at Keyless Entry Yes REPAIR ORN (540) wire and
Module connector C1 terminal A reprogram Keyless Entry Module.
| ORN (540) wire. Is battery voltage
| present? No REPLACE Keyless Entry Module.
Reprogram replacement Keyless
I-
I Entry Module to transmitter.

ONLY REAR WINDOW RELEASE FUNCTION DOES NOT OPERATE

| TEST RESULT ACTION
11, PIp> ransmission in PARK. Press Yes GO to step 2.
f rear /indow release switch on l/P.
| Does endgate open? No GO to Rear Window Release
1 System to diagnose system.
j 2, Connect voltmeter at terminal B of Yes LOCATE and REPAIR open in BLK
| Remote Keyless Entry Module (56) wire from module connector C1
j connector C1. Press transmitter to to liftgate glass release motor.
! open rear window. Is there battery
j voltage? No REPLACE Keyless Entry Module.
Reprogram module to transmitter.

CIRCUIT OPERATION

POWER DOOR LOCKS/REMOTE KEYLESS DOOR LOCK OPERATION - SWITCHES

ENTRY
The power door locks/remote keyless entry control
system allows the driver to operate the vehicle door locks
and rear window release from outside the vehicle using a
hand-held radio transmitter. The transmitter operates in
the UHF band; it sends coded signals to the Keyless Entry
Module. The Keyless Entry Module detects and decodes
the signal and issues signals to control the door locks and
rear window release. These systems can also be operated
in the usual manner; for instance, the door locks will
respond to the power door lock switches. For information
on the operation of the Rear Window Release System,
refer to Page 8A-135-0.
Lock
When either the LH or RH Front Power Door Lock
Switches are pressed to the LOCK position, voltage is
supplied from the PWR ACC Circuit Breaker, through the
ORN (540) wire, through the Door Lock Switch to terminal F
of the Door Lock Relay Assembly. This voltage energizes
the Lock Relay Coil, allowing voltage to flow through the
relay to the Door Lock Motors, locking all doors. Ground for
the LH Front Door Lock Motor is supplied through the
Remote Keyless Entry Module. Ground for the other three
motors is supplied through the Door Lock Relay Assembly.
Unlock
When either of the Front Door Lock Switches is
pressed to the UNLOCK position, voltage is supplied from
PWR ACC unlocking the doors. Ground for the motors is
supplied through the Door Lock Relay.
DOOR LOCK OPERATION - REMOTE
KEYLESS ENTRY
If the UNLOCK button on the transmitter is pressed
twice to unlock all doors, the Keyless Entry Module
activates the door unlock output at CONN C2 terminal E.
The Keyless Entry Module supplies battery voltage to the
the coil of the unlock relay in the Door Lock Relay
Assembly. The unlock relay is energized and closes its
contacts. Battery voltage is supplied to the RH Front, LH
Rear and RH Rear Door Lock Motors. The motors are
grounded through contacts of the Lock Switch, inside the
Door Lock Relay Assembly. The Motors run to unlock the
RH Front, LH Rear and RH Rear doors.

Lock REAR WINDOW RELEASE

When the LOCK button is pressed on the transmitter When the Rear Window Release button is pressed on
and the Keyless Entry Module receives a signal with a valid the transmitter and the Keyless Entry Module receives a
Vehicle Access Code (VAC), the lock function sequence is valid VAC, the Keyless Entry Module supplies battery
performed. The Keyless Entry Module will lock all doors. voltage at its CONN C1 terminal B. This battery voltage is
then applied to the liftgate glass release motor.
The Keyless Entry Module supplies battery voltage
from CONN C2 Terminal D to the coil of the Lock Relay
(part of the Door Lock Relay Assembly) through the LT BLU With Auto Transmission
(195) wire. The Lock Relay is energized, and battery
voltage is supplied to the Door Lock Motors. Ground for the Ground for the liftgate glass release motor is supplied
LH Door Lock Motor is provided at the Keyless Entry through the Park/Neutral Position switch only in the PARK
Module CONN C1 terminal D through internal contacts. or NEUTRAL position. This prevents the window from
Ground for the other door lock motors is provided through being opened while the vehicle is being driven.
the contacts of the UNLOCK Switch, inside the Door Lock
Relay Assembly. All door lock motors run to lock all doors.
With Manual Transmission
Unlock
Ground for the listgate glass release motor is supplied
through the park brake switch. This prevents the window
The unlock function is separated into two operations from being opened while the vehicle is being driven.
depending on how the UNLOCK button is pressed on the
transmitter. If the UNLOCK button is pressed once, only
the LH door is unlocked. If the UNLOCK button is pressed
twice within one to five seconds, the other doors will be
unlocked.

When the UNLOCK button is pressed once on the

transmitter and the Keyless Entry Module receives a valid
VAC, the unlock function sequence is performed. The
Keyless Entry Module supplies battery voltage to the LH
Front Door Lock Motor through the TAN (694) wire. The
motor is grounded through the contacts of the Lock Switch
inside the Door Lock Relay Assembly. The LH Door Lock
Motor runs to unlock the LH Front Door.
[ HOT AT A L L TIM ES

S240 • i

G 108 S E E GROUN D
D ISTR IBU TIO N
EN G IN E
SEC TIO N 8 A - 1 4
GROUND
COMPONENT LOCATION 201-PG FIG CONN
Convenience Center.......... .. Under LH side of l/P ............................................ ........ 4,33 .. . 7,40
35, 37 44, 48
38,41 50, 53
44, 45 56, 57
47, 50 59, 62
55, 66 67, 83
Park Brake Warning Switch . .. At park brake, under LH end of l/P ...................... .......... 43 . . . . .. 55
Park/Neutral Position and
Backup Light Switch....... .. Top of steering column, near inside of bulkhead ... .......... 53 . . . . .. 65
Rear Window Release
Solenoid ........................ .. Inside endgate.................................................... .......... 68 . . . . .. 87
Rear Window Release
Switch ........................... .. LH side of l/P ...................................................... .......... 49 . . . . 61

CONNECTORS:
C 100............................. .. Engine harness, inline to l/P harness .................. ........ 5,31 .. . 8, 37 . . 202-0
C221 ............................. .. l/P harness, inline to cross body harness
C266 ............................. .. At steering column under cowl ............................ .......... 52 . . . . 64 . .. 202-3

DIODES:
D202 ............................. .. l/P harness, 11 cm from cruise control breakout
D203 ............................. l/P harness, 11 cm from cruise control breakout

GROMMETS:
P411 ............................. .. Rear wiring for rear window release

GROUNDS:
G108................................ LH top front of engine......................................................7,10 .. 10,13
14,21 17,24

SPLICES:
5235 ................................ l/P harness, 11cm from cruise control switch harness
breakout
5236 l/P harness, 4 cm from DERM breakout
S240 ................................ Behind LH side of l/ P .................................................... 32, 44 .. 39, 56
46 58
S249 ................................ l/P harness, 16 cm from instrument cluster connector
breakout
 DIAGNOSIS — REAR LIFTGATE WINDOW R ELEA SE

TROUBLESHOOTING HINTS:

1. Check to see that CIG LTR Fuse is not blown. If fuse 2. If fuse is not blown, proceed with the following
is blown, locate and repair source of overload, then diagnostic procedures,
replace fuse.

REAR WINDOW RELEASE DOES NOT OPERATE

TEST
1. Connect test lamp from ORN (640)
wire at rear window release switch
connector to ground.
2. Connect test lamp from BLK (1576)
wire at rear window release switch
connector to ground.
3. Connect test lamp from BLK (1576)
wire at power distribution center,
cavity 5D to ground.
4. Connect test lamp from BLK (1576)
wire at rear window release motor
connector to ground.
RESULT ACTION
Test lamp lights. GO to step 2.
Test lamp does not light. LOCATE and REPAIR open in ORN
(640) wire from rear window release
switch connector to fuse panel. Be
sure to check all splices and
connectors between.
Test lamp lights. GO to step 3.
Test lamp does not light. REPLACE rear window release
switch.
Test lamp lights. GO to step 4.
Test lamp does not light. LOCATE and REPAIR open in BLK
(1576) wire from power distribution
center, cavity 5D to rear window
release switch connector.
Test lamp lights. GO to step 5.
Test lamp does not light. LOCATE and REPAIR open in BLK
(1576) wire power distribution center
to rear window release motor
connector.
 REAR WINDOW RELEASE DOES NOT OPERATE (CONTINUED)
TEST
5. Connect test lamp from BLK (1576) Test lamp lights.
wire to YEL (1737) wire (auto trans)
or TAN/WHT (33) wire (man trans)
at rear window release motor Test lamp does not light.
connector.
CIRCUIT OPERATION
Voltage to the Rear Window Release system is
available at all times through the CIG LTR Fuse and the
ORN (640) wire. Ground for the Rear Window Release
Motor is provided through the YEL (1737) wire, the Park
Brake Warning Switch on manual transmissions, and the
Park/Neutral Position Switch on automatic transmissions.
These switches are closed to ground with the Parking
Brake set or the transmission in PARK or NEUTRAL.
Closing the Rear Window Release Switch allows current to
flow through the switch and the BLK (1576) wire to the Rear
Window Release Motor.
RESULT ACTION
REPLACE rear window release
motor.
Man Trans Only (-Z49): LOCATE
and REPAIR open in TAN/WHT (33)
wire from rear window release motor
connector to park brake switch
connector. If wire is not open, check
adjustment of parking brake switch.
Man Trans Only (+Z49): LOCATE
and REPAIR open in TAN/WHT (33)
wire from rear window release motor
connector to splice S235 and from
splice S235 to park brake switch
connector. If wire is not open, check
adjustment of parking brake switch.
Auto Trans Only: LOCATE and
REPAIR open in YEL (1737) wire
from rear window release motor
connector to ground G108. Be sure
to check between all splices and
connectors. If wire is good, check
park/neutral position switch
adjustment.
 H OT AT A L L TIM ES

~ l C O N V EN IEN C E
-------------------- | I / P | C EN TER
PW R A C CY | FU SE
I I--- ---- 1 ” I--- ----I ” I--- ---- 1 »»
1 60 H 60 H 60 H 150 R 150 R 150 R 150 R
I - y — 1N 1 I ‘n 1 I N [ N |

I L_FJX 1 ^ _T. C276

_ _ \ I / _ _ _ N /_ _ M / _ _ |
___ I

S E E PO W ER
2 ORN

540
T
WINDOWS
S EC TIO N 8 A - 1 2 0 1 BLK

150
2 ORN

S E E GROUND
DISTRIBU TIO N
SEC TIO N 8 A - 1 4 2 BLK

A/fN
A^

FR O N T

T IL T

MOTOR

FO R W A R D /
2 DK B LU
R EA R W A R D

2 DK B L U MOTOR

287
2 DK GRN

286

R EA R

T IL T

MOTOR

H G

S E E GROUND
D ISTR IBU TIO N
S EC TIO N 8 A - 1 4 ►-----------

H G

\S
FRO N T R EA R

T IL T FO R W A R D /R EA R W A R D T IL T

SW ITCH U P AND DOWN SWITCH SWITCH

a t? a ^ - F -• F - « j= l F -• F -• F •
^sa
i r ?sa
3B

J", 3a
a t" a t^ F h* J = F h. F ^ H a A2 a
DOWN UP NORM AL NORM AL UP
F U N C T IO N F U N C T IO N F U N C T IO N P O S IT IO N D ° WN F U N C T IO N
F U N C T IO N

G 202
NORM AL DOWN UP FO R W A R D l/ P
P O S IT IO N F U N C T IO N F U N C T IO N R EA R W A R D
GROUND
COMPONENT LOCATION 201 -PG FIG CONN
Convenience Center...... .......Under LH side of l/P ......................... .............................4,33 .. . 7,40
35, 37 44, 48
38,41 50, 53
44,45 56, 57
47, 50 59, 62
55, 66 67, 83
Fuse Block................... .......Lower LH side of l/P ......................... .............................. 43 . . . . 55
Power Front Seat Control
Switch ...............................On driver’s seat
Power Front Seat Forward/
Rearward Motor................. Under driver’s seat
Power Front Seat Front Tilt
M otor................................ Under driver’s seat
Power Front Seat Rear Tilt
M otor................................ Under driver’s seat

CONNECTORS:
C276 ................................ At convenience center......................................................4 7 .......... 59
C387 ................................ Under driver’s s e a t........................................................... 4 7 .......... 59

GROUNDS:
G202 ................................ l/P harness, 15 cm from data link connector ......................3 2 .......... 38

SPLICES:
S207 ................................ l/P harness, 4 cm from radio breakout .............................. 4 3 .......... 55
S272 Power window and door locks harness, near convenience
center leads................................................................ 5 4 .......... 66
S278 ................................ l/P harness, 8 cm from cross body harness connector
breakout..................................................................... 5 4 ..........66
 DIAGNOSIS — POWER DRIVER’S SEAT

TROUBLESHOOTING HINTS:

1. Check to see that the PWR ACCY circuit breaker is 3. If seat tilts forward and/or rearward but does not
resetting. Replace if necessary. move up or down, then REPLACE the
forward/rearward up and down switch assembly.
2. Refer to Section 10A2 1995 CK Service Manual for
diagnosis and repair of all non-electrical system
components.

POWER SEAT DOES NOT OPERATE IN ANY DIRECTION

TEST
1. Remove power seat switch
assembly from its connector.
Connect test lamp from ORN (540) Test lamp does not light.
wire at power seat switch connector
to ground.
2. Connect test lamp from BLK (150)
wire to ORN (540) wire at seat
switch connector.
RESULT ACTION
Test lamp lights. GO to step 2.
LOCATE and REPAIR open in ORN
(540) wire from seat switch
connector to connector C387, from
connector C387 to convenience
center connector, or from
convenience center connector to
fuse block.
Test lamp lights. GO to “Power Seat Does Not Tilt
Forward” diagnosis.
Test lamp does not light. LOCATE and REPAIR open in BLK
(150) wire from seat switch
assembly connector to convenience
center connector, from convenience
center to splice S207 or from splice
S207 to ground G202.
 POWER SEAT DOES NOT TILT FORWARD
TEST RESULT ACTION
1. Using a fused jumper lead, connect Motor moves. REPLACE switch assembly.
YEL (282) wire to BLK (150) wire
cavity at seat switch assembly
connector. Connect a fused jumper
momentarily from LT BLU (283) Motor does not move. GO to step 2.
wire to ORN (540) wire cavity at
seat switch assembly connector.
2. Connect LT BLU (283) wire to BLK Motor moves. REPLACE power seat switch
(150) wire at power seat switch assembly.
assembly connector with a fused
jumper lead. Momentarily connect
YEL (282) wire cavity to ORN (540) Motor does not move. GO to step 3.
wire cavity with a fused jumper
lead.
3. Connect YEL (282) wire to LT BLU Continuity. REPLACE front tilt motor.
(283) wire at power seat switch
assembly connector. Remove No continuity. LOCATE and REPAIR open YEL
connector from front tilt motor. (282) wire and/or LT BLU (283) wire
Using ohmmeter check YEL (282) from front tilt motor connector to
wire and LT BLU (283) wire for power seat switch assembly
continuity to each other. connector.
 POWER SEAT DOES NOT TILT TO THE REAR
TEST RESULT ACTION
1. Connect DK GRN (286) wire to Motor moves. REPLACE power seat switch
BLK (150) wire at power seat assembly.
switch assembly connector with a
fused jumper lead. Momentarily
connect DK BLU (287) wire cavity Motor does not move. GO to step 2.
to ORN (540) wire cavity with a
fused jumper lead.
2. Connect DK BLU (287) wire to BLK Motor moves. REPLACE power seat switch
(150) wire at power seat switch assembly.
assembly connector with a fused
jumper lead. Momentarily connect
DK GRN (286) wire cavity to ORN Motor does not move. GO to step 3.
(540) wire cavity with a fused
jumper lead.
3. Connect DK GRN (286) wire to DK Continuity. REPLACE rear tilt motor.
BLU (287) wire at power seat
switch assembly connector with a No continuity. LOCATE and REPAIR open in DK
fused jumper. Remove connector GRN (286) wire and/or DK BLU
from rear tilt motor. Using (287) wire from rear tilt motor
ohmmeter check DK GRN (286) connector to power seat switch
wire and DK BLU (287) wire for assembly connector.
continuity to each other.

POWER SEAT DOES NOT MOVE FORWARD/REARWARD

TEST RESULT ACTION
1. Connect LT GRN (284) wire to BLK Motor moves. REPLACE power seat switch
(150) wire at power seat switch assembly.
assembly connector with a fused
jumper lead. Momentarily connect
TAN (285) wire cavity to ORN wire Motor does not move. GO to step 2.
cavity with a fused jumper lead.
2. Connect TAN (285) wire to BLK Motor moves. REPLACE power seat switch
(150) wire cavity at power seat assembly.
switch assembly connector with a
fused jumper lead. Momentarily
connect LT GRN (284) wire cavity Motor does not move. GO to step 3.
to ORN (540) wire cavity with a
fused jumper lead.
3. Connect TAN (285) wire to LT GRN Continuity. REPLACE forward/rearward motor.
(284) wire with a fused jumper at
power seat switch assembly No continuity. LOCATE and REPAIR open in TAN
connector. Remove connector from (285) wire and/or LT GRN (284) wire
forward/rearward motor. Using from forward/rearward motor
ohmmeter check TAN (285) wire connector to power seat switch
and LT GRN (284) wire for assembly connector.
continuity to each other.
CIRCUIT OPERATION
Three reversible motors operate the power seat. One
motor raises or lowers the front of the seat. One motor
raises or lowers the rear of the seat. The third motor moves
the seat forward or back.
Moving the Front Tilt Switch UP supplies voltage to the
Front Tilt Motor through the YEL wire (282). The motor is
grounded through the Front Tilt Down Switch and the front
of the seat is raised. Moving the Front Tilt Switch to the
DOWN position reverses the polarity and the front of the
seat is lowered.
The Rear Tilt Motor is operated in the same way
through the Rear Tilt Switch.
Moving the Forward/Rearward, UP and DOWN Switch
up or down operates the Front Tilt Motor and Rear Tilt
Motor at the same time.
Moving the Forward/Rearward, UP and DOWN Switch
forward or backwards operates the Fore/Aft motors and the
seat moves forward or back.
 i/p
GROUND
 LUMBAR SUPPORTS 8A-141-1

COMPONENT LOCATION 201-PG FIG CONN

Lumbar Support Pump
(Driver) ............................. Under driver’s seat
Lumbar Support Pump
(Passenger)...................... Under passenger seat
Power Lumbar Support
Switch (Driver)...................Under driver’s seat
Power Lumbar Support
(Passenger) ...................... Under passenger seat

CONNECTORS:
C276 ................................ At convenience center 4 7 .........59
C387 ................................ Under driver’s seat .., 4 7 .........59

GROUNDS:
G202 ................................ l/P harness, 15 cm from data link connector ......................3 2 .......... 38

SPLICES:
S207 ................................ l/P harness, 4 cm from radio breakout .............................. 4 3 .......... 55
5272 Power window and door locks harness, near convenience
center leads................................................................ 5 4 .......... 66
5273 Power window and door locks harness, near convenience
center leads................................................................ 5 4 .......... 66

TROUBLESHOOTING HINTS:

1. Check PWR ACCY circuit breaker.

2. If both driver and passenger lumbar supports are
inoperative, check circuit 640 between convenience
center and C387 and/or ground circuit 150 between
splice C387 and G202.
3. If one seat lumbar support is inoperative, check for:
-pinched or punctured bladder tubing
-punctured bladder
-evidence of motor overheating, pinched or
broken wires
-replace or repair as necessary

CIRCUIT OPERATION

Each seat incorporates a power inflate/deflate

pneumatic system for changing the contour of the seat.

Voltage is supplied at all times to both power lumbar

support switches. The power seat switch applies power to
the pump motor in either the forward direction (inflate) or
reverse (deflate).
COMPONENT LOCATION 201-PG FIG CONN
Convenience Center..............Under LH side of l/P ....................................................... 4,33 ... 7,40
35, 37 44, 48
38, 41 50, 53
44, 45 56, 57
47, 50 59, 62
55, 66 67, 83
Fuse Block........................... Lower LH side of l/P ......................................................... 4 3 .......... 55
Power Outside Rearview
Mirror, LH ......................... On outside of LH front door
Power Outside Rearview
Mirror, R H ......................... On outside of RH front door
Power Outside Rearview Mirror
Switch ...............................On LH door trim panel ......................................................5 9 .......... 73

CONNECTORS:
C327 ................................ LH A—p illa r.......................................................................54 .......... 66 . .. 202 - 19
C329 ................................ RH body A-pillar.............................................................. 54 ......... 66 . .. 202-20

GROUNDS:
G202 ................................ l/P harness, 15 cm from data link connector ......................3 2 .......... 38

SPLICES:
S207 l/P harness, 4 cm from radio breakout .............................. 4 3 .......... 55
5272 Power window and door locks harness, near convenience
center leads................................................................ 5 4 .......... 66
5273 Power window and door locks harness, near convenience
center leads................................................................ 5 4 .......... 66
5502 LH front power window/lock harness, near window motor
lead
5503 LH front power window/lock harness
 DIAGNOSIS — POWER MIRRORS

TROUBLESHOOTING HINTS:

1. Check to see that the PWR ACCY Circuit Breaker is 2. Refer to Section 10A1 of the 1995 C/K Service
not blown. If Circuit Breaker is open, locate and Manual for diagnosis and repair of all non-electrical
repair source of overload, then check circuit breaker system components,
operation. If breaker does not reset, replace breaker.

LH MIRROR WILL NOT ADJUST UP AND DOWN

TEST
1. Disconnect CKT 640 at
convenience center and connector
at LH mirror motor. Place
ohmmeter on Rx1 scale and
connect leads to YEL (88) and LT
BLU (82) wires at LH mirror motor
connector. While holding mirror
adjustment switch in the UP and
DOWN positions, measure for
continuity.
RESULT ACTION
Continuity. REPLACE LH mirror motor.
No continuity. LOCATE and REPAIR open in YEL
(88) or LT BLU (82) wires between
mirror switch connector and LH
mirror motor connector. If none is
found, REPLACE switch.

LH MIRROR WILL NOT ADJUST LEFT AND RIGHT

TEST
1. Disconnect CKT 640 at
convenience center and connector
C505 at LH mirror motor. Place
ohmmeter on Rx1 scale and
connect leads to WHT (81) and LT
GRN (89) wires at LH mirror motor
connector. While holding mirror
adjustment switch in the LEFT and
RIGHT positions, measure for
continuity.
RESULT ACTION
Continuity. REPLACE LH mirror motor.
No continuity. LOCATE and REPAIR open in WHT
(81) or LT GRN (89) wires between
mirror switch connector and LH
mirror motor connector. If none is
found, REPLACE switch.

RH MIRROR WILL NOT ADJUST UP AND DOWN

TEST
1. Disconnect CKT 640 at
convenience center and connector
at RH mirror motor. Place
ohmmeter on Rx1 scale and
connect leads to YEL (88) and LT
BLU (82) wire at RH mirror motor
connector. While holding mirror
adjustment switch in the UP and
DOWN positions, measure for
continuity.
RESULT ACTION
Continuity. REPLACE RH mirror motor.
No continuity. LOCATE and REPAIR open in YEL
(88) and LT BLU (82) wires between
mirror switch connector and RH
mirror motor connector. If none is
found, REPLACE switch.
 RH MIRROR WILL NOT ADJUST LEFT AND RIGHT
TEST
1. Disconnect CKT 640 at
convenience center and connector
at RH mirror motor. Place
ohmmeter on Rx1 scale and
connect leads to RED/WHT (881)
and PPL/WHT (889) wires at RH
mirror motor connector. While
holding mirror adjustment switch in
the LEFT and RIGHT positions,
measure for continuity.
RESULT ACTION
Continuity. REPLACE RH mirror motor.
No continuity. LOCATE and REPAIR open in
RED/WHT (881) and PPL/WHT
(889) wires between mirror switch
connector and RH mirror motor
connector. If none is found,
REPLACE switch.

NEITHER MIRROR IS OPERATIONAL

TEST RESULT ACTION
1. Connect test lamp from ORN (640) Test lamp does not light. LOCATE and REPAIR open in ORN
wire at mirror switch connector to (640) wire between mirror switch
ground. connector and convenience center
connector.
Test lamp lights. GO to step 2.
2. Connect test lamp from ORN (640) Test lamp does not light. LOCATE and REPAIR open in BLK
wire to BLK (150) wire at mirror (150) wire between mirror switch
switch connector. connector and connector C327 or
between connector C327 and splice
S272 or between splice
S272 and convenience center
connector.
Test lamp lights. REPLACE mirror switch.

CIRCUIT OPERATION

POWER MIRRORS
Voltage is supplied at all times to the Power Outside
Rearview Mirror Switch through the ACC-BATT Circuit
Breaker and an In-Line Auto Fuse.
The mirror assemblies contain two motors. One motor
positions the mirror up and down, the other motor positions
the mirror to the left or right. By reversing the polarity of the
motors, the motors will move the mirrors either up/down or
left/right.
WITH POWER AMPLIFIER

T T T f
 WITH POWER AMPLIFIER

HOT AT ALL TIMES

--------------------- 1 FUSE

CIG LTR

FUSE # 1 3
20 A
| BLOCK

|
.
2 BLK
A
lu
150
B r
.8 ORN D2 SEE PAGE 8 A - 3 - 4
I CENTER FOR MEASURING
AND HANDLING
b ti B B I PROCEDURES

.8 PNK
40 150 R
N
150 R
N
150 R
N
1150
50 *I
I
3H
C 299
JZ
BVw/ F V SEE POWER WINDOWS
POWER

2 BLK 1 150
S272 •

.5 PNK SECTION 8 A - 1 3 0

1 BLK 314
i* S207
150
1 .8 ORN 640
I
.8 BLK
SEE GROUND
DISTRIBUTION
SECTION 8 A - 1 4

GROUND AMPLIFIER
AMPLIFIER
RELAY
SIGNAL

SPEAKER INPUTS SPEAKER OUTPUTS

its.
| | | LR DOOR LR DOOR RR DOOR RR DOOR |

L R (+ ) L R (-) R R (+ ) R R (-) (-) (+ ) (+ ) (-)

\/ \/
S E E GROUN D
D IS TR IBU TIO N
S EC TIO N 8 A - 1 4
 RADIO 8A-150-3
-------------------------------

COMPONENT LOCATION 201-PG FIG CONN

Cassette D eck...................... Center of l/P ............................................................ .. 40 ... .. .5 2
.4,33 . .. 7, 40
35, 37 44, 48
38, 41 50, 53
44, 45 56, 57
47, 50 59,62
55, 66 67, 83
Graphic Equalizer................. Center of l/P ............................................................ .. 40 ... . . . 5 2
Power Amplifier.....................Under driver’s s e a t................................................................ ........................202-11
Power Amplifier Relay .......... Under l/P. LH side of brake pedal bracket
Radio Control Head ..............Center of l/P ..................................................................... 4 0 .......... 52
Radio Receiver .....................Behind center of l/P ......................................................... 4 0 .......... 52
Speaker, LH Front................. Upper RH end of l/P ......................................................... 4 3 .......... 55
Speaker, LH R e a r................. Upper rear sides of body
Speaker, RH Front ............... Upper LH end of l/P
Speaker, RH Rear................. Upper rear sides of body
Speaker, RH Rear Side
Door.................................. RH Rear Side Door

CONNECTORS:
C209 ................................. Below center of l/P, near heater outlet ...........................38, 48 49, 60
C237 ................................. At LH body hinge pillar......................................................38 .. ,. 50
C299 ................................. l/P harness, near HVAC controller.....................................54 .. ,. 66 . . 202-18
C341 ................................. At LH B-pillar...............................................................60, 61 74, 75 . 202-20
C342 ................................. At RH B-pillar .............................................................. 60, 61 74, 75 . 202-20
C510 .................................Cross body harness, near driver’s door
C610 ................................ Cross body harness, near RH front door ...........................60 .. .. 74

GROUNDS:
G202 ......... l/P harness, 15 cm from data link connector.................... 32 38

SPLICES:
5207 l/P harness, 4 cm from radio breakout .............................. 43 55
5208 Behind LH side of l/ P ........................................................43 55
S210 .................................l/P harness, 12 cm from instrument cluster........................43 55
S217 .................................Under LH side of l/P ......................................................... 43 55
5270 Power window/door lock harness, near convenience
center leads................................................................ 54 66
5271 Power window/door lock harness, near convenience
center leads................................................................ 54 66
5272 Power window and door locks harness, near convenience
center leads.......................................... .....................54 66
5273 Power window and door locks harness, near convenience
center leads................................................................ 54 66
5274 Power window and door locks harness, near convenience
center leads................................................................ 54 66
5275 l/P harness, 16 cm from radio breakout ........................... 43 55
S510 ................................ LH front door harness
 DIAGNOSIS — RADIO AND POWER AMPLIFIER

TROUBLESHOOTING HINTS:

1. Check condition of RADIO #17, RADIO #19, PNL 2. Observe instrument panel lamps. If inoperative,
LPS Fuse(s). If fuse(s) is blown, locate and repair REPAIR before proceeding with radio lamp
source of overload. Replace fuse(s). diagnosis.

RADIO DOES NOT APPEAR TO WORK (NO DISPLAY LIGHTS, NO SOUND)

TEST RESULT ACTION
1. Disconnect radio connector and Battery voltage. GO to step 2.
place ignition switch in RUN.
Connect voltmeter from YEL (43) No voltage. LOCATE and REPAIR open in YEL
wire at radio connector to ground. (43) wire between radio connector
and fuse block.
2. Connect voltmeter from YEL (43) Battery voltage. REMOVE radio and send in for
wire to BLK (150) wire at radio service.
connector.
No voltage. LOCATE and REPAIR open in BLK
(150) wire from radio connector to
ground.

CLOCK (IF EQUIPPED) DOES NOT OPERATE

TEST RESULT ACTION
1. Disconnect radio connector. Battery voltage. REMOVE radio and send in for
Connect voltmeter from ORN service.
(1140) wire at radio connector to
ground. No voltage. LOCATE and REPAIR open in ORN
(1140) wire between radio connector
and fuse block.

RADIO PANEL LAMP DOES NOT COME ON

TEST RESULT ACTION
1. Disconnect radio connector. Place Battery voltage. REMOVE radio and send in for
light switch in PARK and panel service.
dimmer switch to HIGH. Connect
voltmeter from GRA (8) wire at No voltage. LOCATE and REPAIR open in GRA
radio connector to ground. (8) wire.

DISPLAY DIMMING FUNCTION WILL NOT OPERATE

TEST RESULT ACTION
1. Disconnect radio connector. Place Battery voltage. REMOVE radio and send in for
light switch in PARK. Connect service.
voltmeter from PPL/WHT (1382)
wire at radio connector to ground. No voltage. LOCATE and REPAIR open in
PPL/WHT (1382) wire from radio
connector to headlight switch
assembly connector.
 NO SOUND OR DISTORTED SOUND FROM A FRONT SPEAKER
TEST RESULT ACTION
1. Disconnect suspected speaker Speaker pops. GO to step 2.
connector. Set analog ohmmeter
on Rx1 scale. Connect ohmmeter No noise. REPLACE speaker.
across speaker terminals.
2. Place ignition switch in RUN and Varying around 1 volt AC. LOCATE and REPAIR speaker
turn radio ON. Tune radio to strong wires between radio and speaker.
signal. Connect voltmeter across
outputs for suspect speaker. LT
GRN (200) and DK GRN (117) No voltage or greater than 1 volt REMOVE radio and send in for
wires for RH speaker. GRA (118) AC. service.
and TAN (201) wires for LH
speaker.

NO SOUND OR DISTORTED SOUND FROM A REAR SPEAKER

TEST RESULT ACTION
1. Disconnect suspected speaker Speaker pops. GO to step 2.
connector. Set analog ohmmeter
on the Rx1 scale. Connect
ohmmeter across the speaker No noise. REPLACE speaker.
terminals.
2. Place ignition switch in ACC or Varying around 1 volt AC. LOCATE and REPAIR short or open
RUN position and turn radio ON. in YEL (116), BRN (199) or the DK
Tune radio to strong signal. BLU (46), LT BLU (115) between
Connect voltmeter across speaker connector to radio receiver
suspected speaker connector. connector.
No voltage or voltage greater than 1 REMOVE radio and send in for
volt AC. repair.

POWER AMPLIFIER DOES NOT OPERATE

TEST
1. Place Ignition switch in ACC or
RUN position. Connect test lamp
from PNK (314) wire at power
amplifier relay connector to ground.
Turn radio control head to ON
position.
2. Connect test lamp from PNK (314)
wire to BLK (150) wire at power
amplifier relay connector.
RESULT ACTION
Test lamp lights. GO to step 2.
Test lamp does not light. LOCATE and REPAIR open in PNK
(314) wire between power amplifier
relay connector and radio receiver
connector. If wire is good, REMOVE
receiver and send in for repair.
Test lamp lights. GO to step 3.
Test lamp does not light. LOCATE and REPAIR open in BLK
(150) wire between power amplifier
relay connector and ground.
 POWER AMPLIFIER DOES NOT OPERATE (CONTINUED)
TEST
3. Check for continuity of ORN (360)
wire between power amplifier relay
connector and radio power
amplifier connector.
4. Connect test lamp from ORN (640)
wire at power amplifier relay
connector to ground.
RESULT ACTION
Test lamp does not light. GO to step 4.
Test lamp lights. LOCATE and REPAIR open in ORN
(360) wire between power amplifier
relay connector and radio power
amplifier connector.
Test lamp lights. GO to step 5.
Test lamp does not light. REPLACE power amplifier relay.

5. Connect test lamp from ORN (360)
wire to BLK (150) wire at radio
power amplifier connector.
Test lamp lights.
Test lamp does not light.
REMOVE power amplifier and send
in for repair.
LOCATE and REPAIR open in BLK
(150) wire between power amplifier
connector and ground.

CIRCUIT OPERATION

The RADIO Fuse provides main voltage to the Radio.
With the Ignition Switch in ACC or RUN, voltage is supplied
through the RADIO #17 Fuse and YEL wire to the On/Off
Switch in the Radio. The On/Off Switch is located in the
Radio (without Cassette) or Radio Control Head (with
Cassette). The circuit is grounded at G202. With the
On/Off Switch closed, voltage is supplied to the
Solid-State Radio circuits to ground. Two wires connect
each speaker to the Radio. The ETR Radio has two inputs
that other models do not have: Display Dim Signal and
Clock Power.
The ETR model is an AM/FM Radio that changes
stations electronically. The frequency of preselected
stations can be stored in the electronic memory. The ETR
model also provides a digital display of time or station
frequency. As in other models, the Panel Lamp Switch
controls panel lamp dimming. In the ETR model, dimming
is also controlled by the Radio itself by means of the Dim
Display Input Signal.
The ETR model’s Clock memory and Radio memory
functions are supplied voltage at all times through the
RADIO #19 Fuse. If power to the ETR model is cut off— by
disconnecting the Battery, for example — the operator
must reset the memory functions when power is restored.
A serial data output link is provided at Pin C14 of the
data link connector on the 817 circuit.
If the Cassette or Cassette/Equalizer options are
included, a separate Radio Control Head is installed. This
sends information along the data line to the Radio to control
the volume, frequency and other Radio functions.
REMOTE CASSETTE TAPE PLAYER
(OPTIONAL)
With the Ignition Switch in ACC or RUN and the Radio
Control Head ON, voltage is supplied to the Cassette Tape
Player through the Radio.
With the Remote Cassette Tape Player in PLAY, the
Tape Player returns a Tape ON signal and the stereo audio
signals to the Radio. The Tape ON signal causes the
receiver circuitry to ignore the signals from the tuner and to
send the audio signals from the tape player to the
speakers. With a cassette tape in FWD, REV or SEEK, the
tape player applies a mute signal to the Radio to prohibit
the audio sound of these functions from being heard.
When the EJECT Button is pushed on the tape player, the
Tape ON signal is terminated and the Radio returns to
normal operation.
REMOTE GRAPHIC EQUALIZER
(OPTIONAL)
With the Ignition Switch in ACC or RUN and the Radio
Control Head ON, voltage is supplied to the Graphic
Equalizer through the Radio Control Head. As the
frequency bands are manually adjusted, this information is
sent on the data line through the Radio Control Head to the
Radio. The VF dim input allows dimming control of the
Graphic Equalizer display when the Park or Headlamps
are ON.
POWER AMPLIFIER (OPTIONAL)

The optional power amplifier boosts the sound of the

four rear speakers in the SUBURBAN when equipped with
the premium sound system.

With the ignition switch in ACC or RUN position and the

Radio Control Head ON, battery voltage is supplied to the
Power Amplifier Relay through the PNK/BLK (314) and
ORN (640) wires. The relay is grounded through the BLK
(150) wire at the l/P ground G202. When the relay contacts
close, battery voltage is supplied to the Power Amplifier
through the ORN (360) wire, the ground is completed
through the BLK (150) wire at the l/P ground G202.
 HP4208S4660

Figure 1 - Fog Lamp

HP4208S4561
G100

1. BATTERY JUNCTION BLOCK

2. RH BATTERY

GAS ENGINE SHOWN,

OTHERS SIMILAR
VIEW A

FP4208S4692
 G102

1. LH BATTERY G100
2. RH BATTERY

HP4208S4659

Figure 4 - Battery Cables, Diesel

 S106 S105

QUAD HEADLAMP SYSTEM SHOWN,

DUAL HEADLAMPS SIMILAR

1. LH SIDE MARKER LAMP

2. LH PARK AND TURN LAMP
3. RH PARK AND TURN LAMP
4. RH SIDE MARKER LAMP
5. REAR WINDOW WASHER PUMP
6. HORNS

FP4208S4452
1. AUXILIARY BATTERY RELAY

FP4208S4451
 C102

C100

1. WINDSHIELD WASHER PUMP

FP4208S3805
 1

1. IG N ITIO N C O N T R O L M ODULE AND DISTRIBUTOR

2. IG N ITIO N C O IL
3. FUEL PUMP O IL PRESSURE SW ITCH AND SENDER
4. KN O C K SENSOR

FP4208S4455

Figure 9 -4.3L (262 CID) Engine, LH Side

 ona C115 n u fi .. nm Q n m ft

1 IN JEC TO R S
2 EN G IN E C O O LA N T TEM PERATUR E SENSOR V,EW B
3 TP SENSOR
4 KN O C K SENSOR
5 EGR SO LE N O ID
6 ID LE AIR C O N TR O L MOTOR
7 MAP SENSOR
8 EVAPORATIVE C AN ISTER PURGE SO LE N O ID 4208S4454
1. EGR S O LE N O ID
2. AIR DIVERTER S O LE N O ID VALVE
3. KN O C K SENSOR M O D U LE

FP4208S3800
 C101A

1. IGNITION COIL
2. DISTRIBUTOR IGNITION CONTROL MODULE
3. FUEL PUMP OIL PRESSURE SWITCH AND SENDER
4. OXYGEN SENSOR

FP4208S3801
 C119

1. MAP SENSO R
2. IDLE AIR C O N TR O L MOTOR
3. TP SENSOR
4. FUEL IN JEC TO R S
5. EN G IN E C O O LA N T TEM PERATURE SENSOR
6. AIR DIRECTOR S O LE N O ID VALVE
7. KN O C K SENSOR

FP4208S3799
 S118

G106

5.0L AND 5.7L ENGINES SHOWN,

ALL OTHERS SIMILIAR
1. FUEL PUMP OIL PRESSURE SWITCH AND SENSOR

FP4208S3810
 c m
C101 S160

S136
S118

G106

C117

1. IGNITION COIL
2. DISTRIBUTOR IGNITION CONTROL MODULE
3. FUEL PUMP OIL PRESSURE SWITCH AND SENDER
4. OXYGEN SENSOR

FP4208S4453
 C119

1. MAP SENSOR
2. ID LE AIR C O N TR O L MOTOR
3. TP SENSOR
4. FU EL IN JEC TO R S
5. EN G IN E C O O LA N T TEM PERATUR E SENSOR
6. ELEC TR O N IC VAC UU M REGULATOR SO LENO ID VALVE, 5 .7L (350 CID) W /M TI
7. KN O C K SENSOR

FP4208S3804
1. IG N IT IO N C O IL
2. D ISTR IB U TO R IG N ITO N C O N TR O L M O D ULE
3. FUEL PUMP O IL PRESSURE SW ITCH AND SENDER
4. OXYGEN SENSOR

FP4208S3803
C117 S146
UV S145 C116

1. BOOST PULSE WIDTH MODULATION SOLENOID

(6.5L) TURBO VIN F, ONLY
2. WATER TEMPERATURE SENDER
3. GLOW PLUG CONTROLLER
4. EXHAUST GAS RECIRCULATION PULSE WIDTH
VIEW A
MODULATION SOLENOID (6.5L) DIESEL VIN P, ONLY
5. EXHAUST GAS RECIRCULATION VENT VALVE SOLENOID
(6.5L) DIESEL VIN P,S ONLY

FP4208S3806
 C127

S108

1. FUEL HEATER
2. W A T E R -IN -F U E L SENSOR

FP4208S3807
 1. FUEL HEATER
2. W A T E R -IN -F U E L SENSOR
3. OIL PRESSURE SENDER
4. CRANK SENDER

VIEW A

FP4208S3808
1. FUEL HEATER
2. W A T E R -IN -F U E L SENSOR

FP4208S3809
S119

G106

C160

1. DISTRIBUTOR IGNITION CONTROL MODULE

FP4208S4126
 1. IDLE AIR C O N TRO L M OTOR
2. IG NITION C O IL
3. FUEL IN JEC TO R S
4. GENERATOR
5. CANISTER PURGE S O LE N O ID
6. C O O LAN T TEM PERATUR E SEN SO R
7. THROTTLE ACTUATOR
C115 8. TP SENSOR
9. LINEAR EGR SO LENO ID
10. KNOCK SENSOR
11. FUEL PUMP O IL PRESSURE SW ITCH
12. MAP SENSOR

VIEW B VIEW A

FP4208S3767
1. FRONT AXLE SOLENOID SWITCH
2. TRANSFER CASE RELAY

FP4208S4680
 HP4208S4673
Figure 26 - Auxiliary Cooling Fan Switch
 C 347

1. IN PU T SPEED SEN SO R
2. O U TPU T SPEED SENSO R C348

HP4208S4667

Figure 28 - Transmission Wiring

HP4208S4665
1. TRANSFER CASE SWITCH

FP4208S4683
 C117

W/M30
VIEW A

FP4208S4125
C 266

1. HEAD LAMP SWITCH

2. l/P CLUSTER CONNECTOR
3. CRUISE CONTROL SWITCH
4. CONVENIENCE CENTER l/P HARNESS
5. FUSE BLOCK - l/P HARNESS

FP4208S3768
2. ABS MODULE
3. BULKHEAD CONNECTOR - l/P HARNESS C100

FP4208S4682
1 UNDERHOOD FUSE - RELAY CENTER

FP4208S4664
C202

1. POWERTRAIN CONTROL MODULE (PCM)

C200

VIEW A

FP4208S4458
1. MODULE, CRUISE CONTROL

HP4208S4674

Figure 36 - Cruise Control Module

HP4208S4676
 HP4208S4530

Figure 38 - Instrument Panel Ground

S240

S242

1. INSTRUMENT CLUSTER

HP4208S4677
1. CONVENIENCE CENTER
2. ROOF MARKER LAMP
3. TURN SIGNAL FLASHER
4. AUDIO ALARM MODULE
5. HORN RELAY
Figure 44 - Rear Window Defogger Front Wiring - Utility and Suburban
Shown Extended and 4-Door Cabs Similar
HP4208S4675
1. SWITCH, TCC/STOPLAMP

HP4208S4678
Figure 47 - TCC/Stoplamp Switch

1. CENTER, CONVENIENCE
2. FLASHER, TURN SIGNAL

HP4208S4567
Figure 49 - Heater Wiring

C237

1. CONVENIENCE CENTER

HP4208S3793
FP4208S3798
CASSETTE DECK

1. RADIO CONTROL HEAD

2. RADIO RECEIVER
3. GRAPHIC EQUALIZER
4. CASSETTE DECK

FP4208S3776
 C220

C286

C290
S233

S234

1. CONVENIENCE CENTER
2. CRUISE CONTROL CLUTCH SWITCH
3. CLUTCH START SWITCH

FP4208S3775
 C244

1. RADIO

VIEW A

FP4208S3777
 S275, S206, S242

S207

1. PANEL DIMMER SWITCH

2. LIGHT SWITCH
3. FUSE BLOCK
4. DAYTIME RUNNING LAMPS RELAY
5. DATA LINK CONNECTOR (DLC)
6. SPEAKER, LH FRONT
7. PARK BRAKE WARNING SWITCH
8. HAZARD FLASHER
9. DOOR JAMB SWITCH, LH FRONT

FP4208S4693
 S212 S240

1. DOOR JAMB SWITCH, RH FRONT

2. l/P COMPARTMENT BOX LAMP
3. ASHTRAY LAMP
4. DOOR JAMB SWITCH, LH FRONT
5. COURTESY LAMPS
6. CONVENIENCE CENTER

FP4208S4635
FP4208S4636
1. CIGARETTE LIGHTER
2. INSTRUMENT CLUSTER

FP4208S3772
 C276

C387

VIEW A

FP4208S3771
 1. HEATER AND A/C CONTROL
2. BLOWER RESISTER
3. LOW BLOWER RELAY
S264 4. HIGH BLOWER RELAY
5. BLOWER MOTOR
6. TEMPERATURE DOOR MOTOR
7. MODE DOOR ACUATOR
8. MEDIUM BLOWER RELAY
9. A/C COMPRESSOR CLUTCH RELAY

VIEW A

FP4208S3770
 C262

1. REAR WINDOW RELEASE RELAY

2. REAR WINDOW RELEASE SWITCH

VIEW A

FP4208S4684
 1

1. FOG LAMP SWITCH

2. FOG LAMP RELAY
3. CONVENIENCE CENTER

FP4208S4685
1. BLOWER MOTOR
2. BLOWER RESISTOR
3. BLOWER SWITCH
4208S4686
 C206

W/O CRUISE CONTROL

1. IGNITION SWITCH C226

2. MULTI-FUNCTION LEVER
W/CRUISE CONTROL

FP4208S3773
1. HEADLIGHT DIMMER SWITCH
2. PARK/NEUTRAL POSITION AND BACKUP LIGHT SWITCH

FP4208S4687
C299
C327 (LH)
.C329 (RH)

C332 (LH)
C330 (RH)

C325 (LH)
C328 (RH)
C326 (LH)
C331 (RH)
VIEW B

FP4208S4691
1. CONVENIENCE CENTER
2. FOUR-WHEEL DRIVE INDICATOR LAMP
3. TRANSFER CASE SHIFT ILLUMINATION LAMP

FP4208S3774
 S330

1. AUXILLIARY HEATER AND A/C FRONT CONTROL

2. AUXILLIARY HEATER AND A/C REAR CONTROL

FP4208S3778
1. LAMP, REAR DOME

HP4208S4529
Figure 69 - Front and Rear Dome Lamp Wiring, Suburban and Utility without Console

HP4208S4123
 HP4208S4124

Figure 71 - Rear Window Defogger Wiring, 4-Door Cab Shown - Pickup and Extended Cabs Similar

C320
(PICKUP)

C321
(PICKUP)

1. REAR SPEAKERS
HP4208S3790
1. REAR SIDE DOOR SPEAKER
2. REAR SIDE DOOR JAMB SWITCH

FP4208S3782
C552
C612
C341 (LH)
C342 (RH)

C553 (LH)
C613 (RH)

1. REAR SIDE DOOR WINDOW SWITCH

2. REAR SIDE DOOR WINDOW MOTOR

FP4208S3780
 C300 S305

4 ? ^

1. FRONT DOME LAMP

FP4208S4449

Figure 77 - Roof Console and Dome Lamp Wiring - Suburban, Utility and 4-Door Pickup
 C905
HP4208S4120

Figure 78 - Rear Window Release Rear Wiring - U tility and Suburban with Endgate

S406 S420 S407

G403

G403
G410

HP4208S4121
Figure 79 - Trailer Wiring with Platform Hitch, 2 Door and Extended Cab Pickup
1. CLEARANCE LAMP FRONT LH OR RH
2. CLEARANCE LAMP REAR LH OR RH

HP4208S3789
 C405

1. CONVENIENCE CENTER

HP4208S3792
 HP4208S3794
Figure 84 - Auxiliary Heater and A/C Wiring
Figure 87 - Rear Window Release Wiring, Rear - U tility and Suburban with Endgate
1. REAR WINDOW WIPER MODULE

FP4208S3788
VIEW A

FP4208S3787

Figure 89 - Endgate Lamp Wiring

 LONGBED

C401

SHORTBED

1. LICENSE LAMPS

FP4208S3786
FP4208S3785
 VIEW A

C919

C904

1. RH CARGO DOOR CONTACTOR

2. CARGO DOOR LOCK MOTOR

FP4208S3784
 C414

C494

VIEW A

FP4208S3781
 G403

G410

CAMPER WIRING

C400

S407

C400 S407

C400A

CAMPER AND S406

TRAILER WIRING C400 C400B
S405

FP4208S3779
P915 (RH) P914 (RH)
P415 (RH)
P416 (LH)

FP4208S4690
BLANK
 C100
BLACK

"CAVITIES NOT LISTED ARE NOT USED

CAVITY WIRE COLOR CIRCUIT NO. DESCRIPTION

A1 .8 WHT 17 STOPLAMP SWITCH OUTPUT
A2 .35 PNK 1020 IGNITION FEED - OFF, RUN, CRANK
A3 2 ORN 1440 BATTERY FEED
A4 2 LT BLU 20 STOPLAMP FEED
A6 3 RED 42 BATTERY FEED
A7 5 RED 142 BATTERY FEED
A8 3 RED 242 BATTERY FEED
B1 1 PPL 92 WINDSHIELD WIPER MOTOR FEED - HIGH SPEED
B2 1 YEL 143 ACCESSORY FEED
B3 1 BRN 96 WINDSHIELD WIPER SWITCH SIGNAL - PULSE DELAY
B5 .5 PPL 806 IGNITION FEED - CRANK
B6 .5 BRN/WHT 419 CHECK ENGINE INDICATOR LAMP OUTPUT
B8 .5 DK GRN 1614 AIR INLET VALVE MOTOR FEED
C1 .5 BLK 28 HORN RELAY OUTPUT - COIL
C3 .8 BRN 25 CHARGE
C4 .5 TAN 31 OIL PRESSURE INDICATOR LAMP OUTPUT
C5 .5 DK GRN 35 COOLANT TEMPERATURE INDICATOR LAMP OUTPUT
C6 .5 TAN/WHT 33 BRAKE WARNING INDICATOR LAMP OUTPUT
C7 .8 PNK 139 IGNITION FEED
C8 .5 LT GRN 867 ABS FAILURE INDICATOR LAMP OUTPUT
 12110781
I? "H

BLACK
METRI - PACK 280
C187

**CAVITIES NOT LISTED ARE NOT USED

CAVITY WIRE COLOR CIRCUIT NO. DESCRIPTION

A .8 DK BLU/WHT 259 A/C COMPRESSOR DISABLE RELAY COIL
B .8 LT BLU 1030 SINGLE POINT GROUND
C .8 DK BLU 1031 SINGLE POINT GROUND
D .8LT GRN 1-32 SINGLE POINT GROUND
E .8 DK GRN 1-33 SINGLE POINT GROUND
F .8 PNK 339 IGNITION FEED
G .8 BRN/WHT 633 CAMSHAFT POSITION SENSOR SIGNAL
H .8 ORN 1799 CAMSHAFT POSITION SENSOR SIGNAL - HIGH RESOLUTION
J .8 PNK/BLK 632 CAMSHAFT POSITION SENSOR RETURN
K .8 YEL 1578 FUEL TEMPERATURE SIGNAL
L .8 LT GRN 260 HOOD SWITCH
M .8 LT GRN 260 HOOD SWITCH
N .8 GRA 474 REFERENCE VOLTAGE FEED - 5 VOLT REFERENCE
P .8 RED 313 OIL PRESSURE SENDER ANALOG SIGNAL
 C200

23 - WAY M METRI - PACK ACT 280

BLK

“ CAVITIES NOT LISTED ARE NOT USED

CAVITY WIRE COLOR CIRCUIT NO. DESCRIPTION

A WHT 121 TACHOMETER SIGNAL
B BLK/WHT 451F ENGINE CONTROL MODULE GROUND
C BRN 437 VEHICLE SPEED SIGNAL
D PPL 420 BRAKE PEDAL SWITCH OUTPUT - TORQUE CONVERTER
CONTROL
E TAN 800 SERIAL DATA SIGNAL - UART - 8192 BAUD - PRIMARY
F BLK/WHT 771 TRANSMISSION POSITION SWITCH SIGNAL - BIT 1
G YEL 772 TRANSMISSION POSITION SWITCH SIGNAL - BIT 2
H GRA 773 TRANSMISSION POSITION SWITCH SIGNAL - BIT 3
J WHT 776 TRANSMISSION POSITION SWITCH SIGNAL - PARITY BIT
K YEL/BLK 68 LOW COOLANT LEVEL INDICATOR LAMP OUTPUT
L WHT/BLK 448 DIAGNOSTIC ENABLE SIGNAL - POWERTRAIN
M DK GRN 389E VEHICLE SPEED SIGNAL-4000 PULSES PER MILE
R DK BLU 84 CRUISE CONTROL RESUME/ACCEL SWITCH SIGNAL
S GRA/BLK 87 CRUISE CONTROL RESUME/ACCEL SWITCH SIGNAL
T TAN/BLK 456 SHIFT INDICATOR LAMP OUTPUT
W WHT 17F STOPLAMP SWITCH OUTPUT
X YEL/BLK 508 “WATER IN TANK” INDICATOR SWITCH GROUND
Y WHT/BLK 176 FORE
 C266

I *3 □ □ □ □ □ □ □ □ □ □ □ □ □ El
iDsr it icmrr^Uv1— iIl-jeziez] °i
h m i »__ iK © n n z m n i= i«
bs|— 1|— l [ Z Z ] U = i ■— Mi— ii— ii— i M
□ □ □ □ D ai

12077822
48-WAY M METRI - PACK MIXED SERIES
BLK

“ CAVITIES NOT LISTED ARE NOT USED

CAVITY WIRE COLOR CIRCUIT NO. DESCRIPTION

A2 .8 PPL 16 TURN SIGNAL FLASHER OUTPUT
A3 1 DK GRN 916 TURN SIGNAL FLASHER FEED
A6 1 DK BLU 15 TURN SIGNAL LAMP FEED - RIGHT FRONT
A7 1 LT BLU 14 TURN SIGNAL LAMP FEED - LEFT FRONT
A11 .5 BLK 28 HORN RELAY OUTPUT - COIL
A12 .35 GRA 397 CRUISE CONTROL ON SWITCH OUTPUT
A13 .35 BRN 41 IGNITION FEED
A14 .35 DK BLU 84 CRUISE CONTROL SET/COAST SWITCH SIGNAL
A15 .35 GRA/BLK 87 CRUISE CONTROL RESUME/ACCEL SWITCH SIGNAL
A16 .8 BLK 150 GROUND
A-I7 .8 DK GRN/WHT 1135 BRAKE TRANSMISSION SHIFT INTERLOCK SOLENOID FEED
B2 .8 BLK 150 GROUND
B3 .8 LT GRN 80 KEY REMINDER SWITCH SIGNAL
B4 .5 TAN 159 KEY REMINDER SWITCH OUTPUT
B5 .5 TAN/WHT 33 BRAKE WARNING INDICATOR LAMP OUTPUT
C1 3 WHT 1390 IGNITION SWITCH OUTPUT, OFF, RUN, CRANK
C2 .8 BLK 150 GROUND
C5 3 PNK 3 IGNITION FEED
C6 5 ORN 300 IGNITION FEED
D1 3 YEL 5 IGNITION SWITCH OUTPUT - CRANK
D2 5 RED 342 BATTERY FEED
D5 3 RED 242 BATTERY FEED
D6 5 BRN 4 IGNITION SWITCH OUTPUT - ACCESSORY
E1 1 DK GRN 916 FLASHER RETURN
E2 2 LT BLU 20 STOPLAMP FEED
E3 1 PPL 92 WINDSHIELD WIPER MOTOR FEED - HIGH SPEED
E4 1 YEL 143 ACCESSORY FEED
E5 1 BRN 96 WINDSHIELD WIPER SWITCH SIGNAL - PULSE DELAY
(CONTINUED ON NEXT PAGE)
(CONTINUED FROM PREVIOUS PAGE)

CAVITY WIRE COLOR CIRCUIT NO. DESCRIPTION

E6 2 DK GRN 19 STOP, TURN LAMP FEED - RIGHT REAR
E7 2 YEL 18 STOP, TURN LAMP FEED - LEFT REAR
E8 1 BRN 27 HAZARD FLASHER OUTPUT
E9 1 DK GRN 916 HAZARD FLASHER FEED
E11 .8 LT GRN 11 HIGH BEAM HEADLAMP FEED
E12 .8 TAN 12 LOW BEAM HEADLAMP FEED
E13 1 YEL 10 HEADLAMP SWITCH OUTPUT
 12064769

K J H G

A B C D Ea
BLUE
METRI - PACK 150
AUXILIARY HEATER-A/C CONTROLS

"CAVITIES NOT LISTED ARE NOT USED

FRONT
CAVITY WIRE COLOR CIRCUIT NO. DESCRIPTION
A GRA 8 l/P LAMP FEED
B BLK 150 GROUND
C DK BLU 1926 AUXILIARY HVAC SWITCH OUTPUT - LOW
D WHT 1924 AUXILIARY HVAC SWITCH OUTPUT - HIGH
E RED 1925 AUXILIARY HVAC SWITCH OUTPUT - MEDIUM
F ORN 1923 AUXILIARY HVAC SWITCH FEED
G BRN 341 IGNITION FEED - FUSED
H LT BLU 733 AIR TEMP VALVE POSITION SENSOR SIGNAL
J LT BLU 919 FRONT CONTROL HEAT INPUT

REAR
CAVITY WIRE COLOR CIRCUIT NO. DESCRIPTION
A GRA 8 l/P LAMP FEED
B BLK 150 GROUND
C DK BLU 1926 AUXILIARY HVAC SWITCH OUTPUT - LOW
D WHT 1924 AUXILIARY HVAC SWITCH OUTPUT - HIGH
E RED 1925 AUXILIARY HVAC SWITCH OUTPUT - MEDIUM
F DK BLU 77 (WITH C36 ONLY) A/C SELECT SWITCH CONTROLLER
SWITCHED GROUND
F ORN 1923 (WITH C69 ONLY) AUXILIARY HVAC SWITCH FEED
G BRN 341 IGNITION FEED - FUSED
H DK BLU 1646 AIR TEMP VALVE POSITION SENSOR SIGNAL - PASSENGER
J LT BLU 920 MODE DOOR OUTPUT
 12020043

O
c5b c5bc2nd°b dSbdZn
--------- D---------

BLACK
METRI - PACK 480
DATA LINK CONNECTOR

"CAVITIES NOT LISTED ARE NOT USED

CAVITY WIRE COLOR CIRCUIT NO. DESCRIPTION

A BLK/WHT 451 ENGINE CONTROL MODULE GROUND
B WHT/BLK 448 DIAGNOSTIC ENABLE SIGNAL - POWERTRAIN
F RED 490 FUEL PUMP RELAY FEED - NC - CONTACT - FREE
G BLK/WHT 1455 KEYLESS ENTRY PROGRAM ENABLE SIGNAL
H TAN/WHT 799 DIAGNOSTIC SIGNAL - ABS
M TAN 800 SERIAL DATA SIGNAL - UART 8192 BAUD - PRIMARY
 12065425

K A
CO
J1
B
- i □□
□□ C
- r □□ D
G
F .a n E

NATURAL
4WD Module

"CAVITIES NOT LISTED ARE NOT USED

CAVITY WIRE COLOR CIRCUIT NO. DESCRIPTION

A .5 BRN 441 IGNITION FEED
B .5 LT GRN 867 ABS FAILURE INDICATOR LAMP OUTPUT
C .5 PPL 420 BRAKE PEDAL SWITCH OUTPUT - TORQUE CONVERTER
CLUTCH
D .8 BLK/WHT 1695 FOUR WHEEL DRIVE FRONT WHEEL LOCK TELLTALE FEED
E .5 WHT 696 ELECTRONIC BRAKE CONTROL TO CLUSTER SPEED SIGNAL
F .5 TAN/WHT 799 DIAGNOSTIC SIGNAL - ABS
H .5 TAN/WHT 33 BRAKE WARNING INDICATOR LAMP OUTPUT
J 1 BLK 150 GROUND
 12064998

r t E P e lji

G [ hJEHICOIXI
I I I"1 1 I I ...... "" 1 I I

BLACK
Metri-Pack 280
Heater and A/C Control Module

"CAVITIES NOT LISTED ARE NOT USED

CAVITY WIRE COLOR CIRCUIT NO. DESCRIPTION

A 2 YEL 60 BLOWER SWITCH OUTPUT - LOW
B 2 TAN 63 BLOWER SWITCH OUTPUT - MEDIUM 1
C 2 LT BLU 72 BLOWER SWITCH OUTPUT - MEDIUM 2
D 2 ORN 52 BLOWER SWITCH OUTPUT - HIGH
E 1 WHT 119 MODE SWITCH OUTPUT
F .5 DK GRN 1614 AIR INLET VALVE MOTOR FEED
G 1 LT BLU 733 AIR TEMPERATURE VALVE POSITION SENSOR SIGNAL
H 1 BRN 141 IGNITION FEED
 12089908

1
- T i n m i i - n r m 1— J
1d :j n x n u i lo
17
132
BLACK
BOW SERIES
INSTRUMENT CLUSTER

“ CAVITIES NOT LISTED ARE NOT USED

CAVITY WIRE COLOR CIRCUIT NO. DESCRIPTION

2 .5 DK BLU 507 WAIT LAMP
3 1 LT BLU 14 TURN SIGNAL LAMP FEED - LEFT FRONT
4 .8 BLK 150 GROUND
5 .5 WHT 629 HIGH BEAM INDICATOR
6 .8 WHT 121 TACHOMETER SIGNAL
7 .35 PNK 1020 MUX LEFT LOW BEAM
8 .8 PPL/WHT 1382 LED DIMMING SIGNAL
9 .5 BLK/WHT 771 TRANSMISSION POSITION SWITCH SIGNAL - BIT 1
10 .5 GRA 773 TRANSMISSION POSITION SWITCH SIGNAL - BIT3
11 .5 YEL 772 TRANSMISSION POSITION SWITCH SIGNAL - BIT 2
12 .5 WHT 776 TRANSMISSION POSITION SWITCH SIGNAL - PARITY BIT
13 .5 DK GRN 35 COOLANT TEMPERATURE INDICATOR LAMP OUTPUT
14 .5 DK GRN 389 VEHICLE SPEED SIGNAL-4000 PULSES PER MILE
15 .5 TAN 31 OIL PRESSURE INDICATOR LAMP OUTPUT
16 .8 PPL 30 FUEL GAUGE SENSOR SIGNAL
17 .8 LT GRN/BLK ,592 DAYTIME RUNNING LIGHT RELAY OUTPUT - COIL
18 .8 YEL/BLK 508 “WATER IN TANK” INDICATOR SWITCH GROUND
19 .8 BRN 25 CHARGE INDICATOR LAMP OUTPUT
20 .5 TAN/BLK 456 SHIFT INDICATOR LAMP OUTPUT
21 .35 WHT/BLK 176 FORE
22 .35 PNK 39 IGNITION FEED
23 .5 BRN/WHT 419 CHECK ENGINE INDICATOR LAMP OUTPUT
25 .8 GRA 69 LOW COOLANT MODULE CONTROLLED GROUND
27 .5 LT GRN 867 ABS FAILURE INDICATOR LAMP OUTPUT
28 .5 TAN/WHT 33 BRAKE WARNING INDICATOR LAMP OUTPUT
29 .35 GRA 8 INSTRUMENT PANEL LAMP FEED
30 .8 YEL 234 SEAT BELT INDICATOR LAMP OUTPUT
31 .8 BLK 150 GROUND
32 1 DK BLU 15 TURN SIGNAL LAMP FEED - RIGHT FRONT
 r

[ a ] [± L l [ 2 ] [ 5 ] [ £ ] ]
L_ _J

12084617
11 - WAY F METRI - PACK MIXED SERIES
BLK
LH Power Window and Door Lock Switch

“ CAVITIES NOT LISTED ARE NOT USED

CAVITY WIRE COLOR CIRCUIT NO. DESCRIPTION

A BLK 150 GROUND
B BLK 150 GROUND
C LT BLU 195 POWER DOOR LOCK RELAY FEED - LOCK COIL
D ORN 540 FUSE OUTPUT BATTERY TYPE III FUSE
E WHT 194 POWER DOOR LOCK RELAY FEED - UNLOCK COIL
F BLK 150 GROUND
J BRN 9 PARK LAMP FEED
L YEL 343 FUSE OUTPUT - ACCESSORY - TYPE III FUSE
 12034325

POWER AMPLIFIER

"CAVITIES NOT LISTED ARE NOT USED

CAVITY WIRE COLOR CIRCUIT NO. DESCRIPTION

C1 DK BLU 46 SPEAKER FEED - RIGHT REAR
C2 LT BLU 115 SPEAKER RETURN - RIGHT REAR
C4 BRN 199 SPEAKER FEED - LEFT REAR
C5 YEL 116 SPEAKER RETURN - LEFT REAR
C6 TAN 1855 SPEAKER FEED - RIGHT REAR MIDRANGE
C9 RED 1955 SPEAKER RETURN - RIGHT REAR MIDRANGE
C12 WHT 1859 SPEAKER FEED - LEFT REAR MIDRANGE
C13 ORN 360 AMPLIFIER FEED
C14 BLK 150 GROUND
C15 WHT 1959 SPEAKER RETURN - LEFT REAR MIDRANGE
 12047531

1
f l L V - n
f
0 000
□utmiiDtmiiini m
-MJ-LHi-LKJHJ L-LH-HJ

BLACK
MICRO-PACK 100
RADIO RECEIVER

“ CAVITIES NOT LISTED ARE NOT USED

CAVITY WIRE COLOR CIRCUIT NO. DESCRIPTION

1 GRA 118 SPEAKER RETURN - LEFT FRONT
2 TAN 201 SPEAKER FEED - LEFT FRONT
3 DK GRN 117 SPEAKER RETURN - RIGHT FRONT
4 LT GRN 200 SPEAKER FEED - RIGHT FRONT
5 BLK 150 GROUND
6 PPL/WHT 1382 LED DIMMING SIGNAL
7 GRA 8 INSTRUMENT PANEL LAMP FEED
9 YEL 43 FUSE OUTPUT - ACCESSORY - TYPE III FUSE
10 ORN 1140 FUSE OUT - BATTERY - TYPE III FUSE
 W ill r 3H 0
[g] [V] [V] [S [£ ] \
l_ _l

12084617
11 - WAY F METRI - PACK MIXED SERIES
BLK
RH Power Window and Door Lock Switch

"CAVITIES NOT LISTED ARE NOT USED

CAVITY WIRE COLOR CIRCUIT NO. DESCRIPTION

A WHT 194 POWER DOOR LOCK RELAY FEED - UNLOCK COIL
B LT BLU 195 POWER DOOR LOCK RELAY FEED - LOCK COIL
C TAN 294B POWER DOOR LOCK MOTOR FEED - UNLOCK
D ORN 540 FUSE OUTPUT - BATTERY TYPE III FUSE
E GRA 295B POWER DOOR LOCK MOTOR FEED - LOCK
F YEL 343 FUSE OUTPUT - ACCESSORY - TYPE III FUSE
G DK BLU 666 POWER WINDOW MOTOR FEED RIGHT FRONT WINDOW - UP
J LT BLU 166 POWER WINDOW MASTER SWITCH OUTPUT - RIGHT FRONT
WINDOW - UP
K BRN 667 POWER WINDOW MOTOR FEED RIGHT FRONT WINDOW -
DOWN
L TAN 167 POWER WINDOW MASTER SWITCH OUTPUT - RIGHT FRONT
WINDOW - DOWN
 12146497

20 - WAY F MICRO- PACK 100W SERIES

GRY
TRANSMISSION

“ CAVITIES NOT LISTED ARE NOT USED

CAVITY WIRE COLOR CIRCUIT NO. DESCRIPTION

A LT GRN 1222 1-2 SHIFT SOLENOID CONTROL CIRCUIT
B YEL/BLK 1223 2-3 SHIFT SOLENOID CONTROL CIRCUIT
C RED/BLK 1228 PRESSURE CONTROL SOLENOID (HIGH)
D LT BLU/WHT 1229 PRESSURE CONTROL SOLENOID (LOW)
E PNK/BLK 839 BOTH SHIFT SOLENOIDS AND TCC SOLENOID IGNITION (B+)
FEED CIRCUIT
L BLK/YEL 1227 TRANSMISSION FLUID TEMPERATURE (TFT) SIGNAL CIRCUIT
M BLK 452 TRANSMISSION FLUID TEMPERATURE (TFT) SENSOR
GROUND CIRCUIT
N PNK 1224 RANGE SIGNAL “A” CIRCUIT
P RED 1226 RANGE SIGNAL “C” CIRCUIT
R DK BLU 1225 RANGE SIGNAL “B” CIRCUIT
S DK BLU 1350 TCC PWM SOLENOID CONTROL CIRCUIT
 12047842
> /□ □ □ □ □ □ □ □ □ □ □ □ □ □ □ □ □ *
17- WAY F METRI - PACK 150 SERIES
BLK
TURN/HAZARD SWITCH

“ CAVITIES NOT LISTED ARE NOT USED

CAVITY WIRE COLOR CIRCUIT NO. DESCRIPTION

A1 WHT 17 STOPLAMP SWITCH OUTPUT
A2 PNK 539 IGNITION FEED
A3 LT BLU 1509 SERVICE CIRCUIT - LOW IMPEDANCE
A6 DK BLU 15 TURN SIGNAL LAMP FEED - RIGHT FRONT
A7 LT BLU 14 TURN SIGNAL LAMP FEED - LEFT FRONT
A11 BLK 28 HORN RELAY OUTPUT - COIL
A12 GRA 397 CRUISE CONTROL ON SWITCH OUTPUT
A13 PNK 39 IGNITION FEED
A14 DK BLU 84 CRUISE CONTROL SET/COAST SWITCH SIGNAL
A15 GRA/BLK 87 CRUISE CONTROL RESUME/ACCEL SWITCH SIGNAL
A16 BLK 150 GROUND
A17 DK GRN/WHT 1135 BRAKE TRANSMISSION SHIFT INTERLOCK SOLENOID FEED
8A—202—16 HARNESS CONNECTOR FACES

12110751
12020099
n H

BLACK
METRI- PACK 480 7 WAY METRI - PACK 280 - SERIES
C102 C183

12047950
12052623

xQ l
0
DC B A
[ ]

BLACK BLACK
METRI-PACK 150 METRI-PACK 630
C160 C202

12047937
12034482

GRAY
METRI - PACK 280
METRI-PACK 150 C230
C161
 12015344

BLACK
METRI-PACK 280 4 -WAY F METRI-PACK 150 SERIES
C263 BLK
C299

12015345

[)] m e n B i g
I I (J T T I I^

BLACK
METRI-PACK 280 P| Apt/
C264 METRI-PACK 280
C325
(PICKUP)

12064752

12064763
jm
c
B
D
E o
A F L
V
GRAY BLACK
METRI-PACK 150 METRI-PACK 280
C293 C325
(SUBURBAN AND CREW CAB)
8A—202—18 HARNESS CONNECTOR FACES

12064998 12015344
r O r i....i
- R

u ‘3
[>[S[E]dF]
rv , >
D
r? -n JgnrJcLi r lDh
E 3 BLACK
BLACK METRI - PACK 280
METRI - PACK 280 C328
C326

12064762 12064998

r V ir J? ir S LirJ^

GRAY
E
BLACK
METRI-PACK 150 METRI-PACK 280
C327 C328
(SUBURBAN AND CREW CAB)

12064763

C D
B E
A F

GRAY
METRI-PACK 150
C327
 12064760 12064766

Ira i;
Z)

cSi cHdcS dcBi

§
BLACK BLUE
METRI - PACK 150 METRI-PACK 150
C329 C382

12064998
08905220

— r
D
u C

B
[5 b [S ][S ]c !£ ] A L-
—1
B
Rl API^ BLACK
METRI-PACK 280 PAC/ON
C341 C406

12064998
12064762

) r t i <5=?

r
rAirVirgiiVi cS dcS ii S
h i i
BLACK GRAY
METRI - PACK 280 METRI-PACK 150
C342 C476
 1 2020099
12047786

]D G l

BLACK
M ETRI-PACK 150
C505
BLACK
METRI - PACK 480
BULKHEAD - REAR LAMPS

12047786

□ □ D O
1_dJI_£J

BLACK
M ETRI-PACK 150
C605 4 - WAY F M E T R I-P A C K 150 SERIES
BLK

CARGO LAMP

12033871

”
LiJIU
1

L
•IN
• I Lr1
BLAC K
M E T R I-P A C K 630

BLOWER RELAY