Chevrolet - Cavalier - Workshop Manual - 1994 - 1994

Factory Workshop Manual Make Chevrolet Model Cavalier Engine and year Cavalier-Z24 V6-191 3.1L VIN T MFI (1994) Please navigate through the PDF using the options provided by OnlyManuals.com on the sidebar. This manual was submitted by Anonymous Date 1st January 2018 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > Customer Interest: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules Relay Module: Customer Interest Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > Customer Interest: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 12 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > Customer Interest: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 13 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > Customer Interest: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 14 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules Relay Module: All Technical Service Bulletins Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 20 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 21 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 22 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Relay Module: > 436103 > May > 94 > Engine - Vibration at Idle or Clunk Noise at Launch Engine Mount: All Technical Service Bulletins Engine - Vibration at Idle or Clunk Noise at Launch Group Ref.: Engine Bulletin No.: 436103 Date: May, 1994 SUBJECT: ENGINE VIBRATION AT IDLE OR CLUNK NOISE AT LAUNCH (REPLACE ENGINE MOUNT) MODELS: 1993-94 CHEVROLET CAVALIER 1993-94 PONTIAC SUNBIRD ENGINE APPLICATIONS: 2.0L (VIN H - RPO LE4) 2.2L (VIN 4 - RPO LN2) 3.1L (VIN T - RPO LHO) WITH 3T40 (MD9) AND ISUZU 5-SPEED (MK7) CONDITION: Some owners may experience engine vibration at idle or clunk noise at launch. CAUSE: Right rear engine mount sagging. CORRECTION: Inspect right rear engine mount while in vehicle for less than 5 mm gap. If gap checked in diagnosis is less than 5 mm, install the proper replacement engine mount as follows: All 2.2L (LN2) and 2.0L (LE4) use P/N 22637949. 3.1L (LHO with MD9 only) use P/N 22637950. 1. Install new engine mount and only tighten bolts finger tight to allow seating of engine. 2. Install engine mount bracket bolts only finger tight. 3. Loosen transaxle mount to transaxle mount bracket bolt and the two nuts holding the snubber block on the mount itself. 4. Block wheels. 5. Set parking brake and start engine. 6. Shift from reverse to drive several times to seat the engine and transaxle assembly. 7. Turn ignition switch to "off" position. 8. Tighten transaxle mount to transaxle mount bracket bolt. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Relay Module: > 436103 > May > 94 > Engine - Vibration at Idle or Clunk Noise at Launch > Page 28 9. Tighten engine mount bracket to body bolts. 10. Tighten engine mount to engine mount bracket nuts. 11. Center the snubber block on the transaxle mount (transaxle in "neutral"), then tighten the two nuts holding the snubber block to mount. Parts are expected to be available on May 2, 1994. WARRANTY INFORMATION: For vehicles repaired under warranty, use: Labor Operation: J1510 Labor Time: 0.8 hr Add: 0.2 hr (For inspection) Add: 0.2 hr (To loosen/tighten transaxle mounts) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Relay Module: > 436103 > May > 94 > Engine - Vibration at Idle or Clunk Noise at Launch > Page 34 9. Tighten engine mount bracket to body bolts. 10. Tighten engine mount to engine mount bracket nuts. 11. Center the snubber block on the transaxle mount (transaxle in "neutral"), then tighten the two nuts holding the snubber block to mount. Parts are expected to be available on May 2, 1994. WARRANTY INFORMATION: For vehicles repaired under warranty, use: Labor Operation: J1510 Labor Time: 0.8 hr Add: 0.2 hr (For inspection) Add: 0.2 hr (To loosen/tighten transaxle mounts) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Body and Frame > Convertible Top Relay > Component Information > Locations Rear Of Passenger Compartment (Convertible) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Body and Frame > Convertible Top Relay > Component Information > Locations > Page 39 Harness Connector Faces: Convertable Top Relay Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Body and Frame > Door Module > Component Information > Locations Convenience Center Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Body and Frame > Power Door Lock Control Module > Component Information > Locations > Auto Door Lock Module/Enable Relay Power Door Lock Control Module: Locations Auto Door Lock Module/Enable Relay The Automatic Door Unlock Module is located at the left hand side of the Dash, near C100. LH Rear Of Engine Compartment LH Rear Of Engine Compartment C100 (42 cavities) is located at the upper left hand side of Engine Compartment. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Body and Frame > Power Door Lock Control Module > Component Information > Locations > Auto Door Lock Module/Enable Relay > Page 47 Convenience Center Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Body and Frame > Power Door Lock Control Module > Component Information > Locations > Page 48 Harness Connector Faces: Door Unlock Module Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Body and Frame > Power Door Lock Relay > Component Information > Locations RH Front Door (Convertible) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Body and Frame > Power Door Lock Relay > Component Information > Locations > Page 52 Harness Connector Faces: Automatic Door Lock Relay Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Body and Frame > Trunk / Liftgate Relay > Component Information > Locations > Component Locations Behind RH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Body and Frame > Trunk / Liftgate Relay > Component Information > Locations > Component Locations > Page 57 Behind RH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > ABS Main Relay > Component Information > Locations LH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > ABS Main Relay > Component Information > Locations > Page 62 Harness Connector Faces: Electronic Brake Control Relay Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Brake Fluid Solenoid Valve Relay > Component Information > Locations LH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Technical Service Bulletins > Customer Interest for Electronic Brake Control Module: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) Electronic Brake Control Module: Customer Interest Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) File In Section: 5 - Brakes Bulletin No.: 73-50-26 Date: August, 1997 Subject: ABS Light On - DTC's 46 and 86 Set (Perform Diagnostic Procedure, Replace Center ABS Motor Pinion) Models: 1991-97 Buick Skylark 1992-97 Buick Regal 1994-97 Buick Century 1992-96 Chevrolet Beretta, Corsica, Lumina APV 1992-97 Chevrolet Cavalier, Lumina, 1993-97 Chevrolet Camaro 1995-97 Chevrolet Monte Carlo 1997 Chevrolet Malibu, Venture 1993-97 Geo Prizm 1995-97 Geo Metro 1996-97 Geo Tracker 1991 Oldsmobile Calais 1992-96 Oldsmobile Cutlass Ciera 1992-97 Oldsmobile Achieva, Cutlass Supreme, Silhouette 1997 Oldsmobile Cutlass 1998 Oldsmobile Intrigue 1991-97 Pontiac Grand Am 1992-94 Pontiac Sunbird 1992-97 Pontiac Grand Prix, Trans Sport 1993-97 Pontiac Firebird, Trans Am 1995-97 Pontiac Sunfire Condition Some owners may comment that the ABS light is on with Diagnostic Trouble Codes (DTC's) 46 and 86 set (rear ABS channel will not move) as current or history. (DTC's 46 and 86 will be displayed as C1246 and C1286 on 1997 and 1998 model year vehicles). Cause A condition exists where the ABS motor pack gear (pinion) will bind on the motor armature shaft causing the motor not to move when commanded by the EBCM. This condition is aggravated by light corrosion between the pinion and shaft. Therefore, it may occur more frequently when the weather is hot and humid. Important: Other EBCM and ABS motor pack concerns can also cause this condition, but they are not as common as the above cause. Correction Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Technical Service Bulletins > Customer Interest for Electronic Brake Control Module: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) > Page 74 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Technical Service Bulletins > Customer Interest for Electronic Brake Control Module: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) > Page 75 Follow the included procedure (Attachments 1 and 2) for diagnosis. This condition may correct itself before the owner is able to bring the vehicle in for service. Therefore, if DTC 46 is set in history, and is not currently setting, the included procedure will instruct you to replace the center ABS motor pinion. The new pinion has a Teflon insert which reduces friction between the pinion and motor armature shaft. Pinion Replacement If the included procedure instructs you to replace the center ABS motor pinion, use P/N 18029776. Please note that the new pinion is a direct replacement part which requires no modifications to the motor shaft. Follow the pinion replacement procedure included with the new pinion. Complete motor pack replacement is not required. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time H2506 Use published labor operation time. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Electronic Brake Control Module: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) Electronic Brake Control Module: All Technical Service Bulletins Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) File In Section: 5 - Brakes Bulletin No.: 73-50-26 Date: August, 1997 Subject: ABS Light On - DTC's 46 and 86 Set (Perform Diagnostic Procedure, Replace Center ABS Motor Pinion) Models: 1991-97 Buick Skylark 1992-97 Buick Regal 1994-97 Buick Century 1992-96 Chevrolet Beretta, Corsica, Lumina APV 1992-97 Chevrolet Cavalier, Lumina, 1993-97 Chevrolet Camaro 1995-97 Chevrolet Monte Carlo 1997 Chevrolet Malibu, Venture 1993-97 Geo Prizm 1995-97 Geo Metro 1996-97 Geo Tracker 1991 Oldsmobile Calais 1992-96 Oldsmobile Cutlass Ciera 1992-97 Oldsmobile Achieva, Cutlass Supreme, Silhouette 1997 Oldsmobile Cutlass 1998 Oldsmobile Intrigue 1991-97 Pontiac Grand Am 1992-94 Pontiac Sunbird 1992-97 Pontiac Grand Prix, Trans Sport 1993-97 Pontiac Firebird, Trans Am 1995-97 Pontiac Sunfire Condition Some owners may comment that the ABS light is on with Diagnostic Trouble Codes (DTC's) 46 and 86 set (rear ABS channel will not move) as current or history. (DTC's 46 and 86 will be displayed as C1246 and C1286 on 1997 and 1998 model year vehicles). Cause A condition exists where the ABS motor pack gear (pinion) will bind on the motor armature shaft causing the motor not to move when commanded by the EBCM. This condition is aggravated by light corrosion between the pinion and shaft. Therefore, it may occur more frequently when the weather is hot and humid. Important: Other EBCM and ABS motor pack concerns can also cause this condition, but they are not as common as the above cause. Correction Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Electronic Brake Control Module: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) > Page 81 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Electronic Brake Control Module: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) > Page 82 Follow the included procedure (Attachments 1 and 2) for diagnosis. This condition may correct itself before the owner is able to bring the vehicle in for service. Therefore, if DTC 46 is set in history, and is not currently setting, the included procedure will instruct you to replace the center ABS motor pinion. The new pinion has a Teflon insert which reduces friction between the pinion and motor armature shaft. Pinion Replacement If the included procedure instructs you to replace the center ABS motor pinion, use P/N 18029776. Please note that the new pinion is a direct replacement part which requires no modifications to the motor shaft. Follow the pinion replacement procedure included with the new pinion. Complete motor pack replacement is not required. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time H2506 Use published labor operation time. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Locations > Antilock Brake Module Electronic Brake Control Module: Locations Antilock Brake Module Fig. 1 TYPICAL ABS Components Refer to Fig. 1 for system component locations. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Locations > Antilock Brake Module > Page 85 LH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Diagrams > C1 Electronic Brake Control Module: Diagrams C1 Harness Connector Faces: Electronic Brake Control Module (EBCM)- C1 Harness Connector Faces: Electronic Brake Control Module (EBCM)- C1 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Diagrams > C1 > Page 88 Electronic Brake Control Module: Diagrams C2 Harness Connector Faces: Electronic Brake Control Module (EBCM)- C2 Harness Connector Faces: Electronic Brake Control Module (EBCM)- C2 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Diagrams > C1 > Page 89 Electronic Brake Control Module: Diagrams C3 Harness Connector Faces: Electronic Brake Control Module (EBCM)- C3 Harness Connector Faces: Electronic Brake Control Module (EBCM)- C3 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Diagrams > Page 90 Electronic Brake Control Module: Description and Operation DESCRIPTION The ABS system is controlled by a microprocessor based Electronic Brake Control Module (EBCM). Inputs to the system include four wheel speed sensors, brakes, ignition switch and unswitched battery voltage. Outputs include three bi-directional motor controls, three lamp controls, two solenoid controls and the system enable relay. A serial data line, located in terminal 9 of the Data Link Connector (DLC), is provided for service diagnostic tools and assembly plant testing. The EBCM monitors the speed of each wheel. If any wheel begins to approach lock-up and the brake switch is on, the EBCM controls the motors and solenoids to reduce brake pressure to the wheel approaching lock-up. Once the wheel regains traction, brake pressure is increased until wheel begins to approach lock-up. This cycle repeats until either vehicle comes to a stop, the brake is released or no wheels approach lock-up. Additionally, the EBCM monitors itself, each input and each output for proper operation. If any system fault is detected, the EBCM will store a DTC in nonvolatile memory. On a EBTCM, the ABS portion of the module operates the same as a EBCM. A EBTCM is used if the vehicle is equipped with either the Enhanced Traction System (ETS) or Traction Control System (TCS). The ETS or TCS portion of the EBTCM monitors wheel spin slip through the drive wheels speed sensors. If the wheels begin to slip, the EBTCM determines the desired wheel torque needed to minimize wheel slip. This information is sent to the PCM through the Serial data link. On models equipped w/ETS, the PCM controls engine torque by ignition retard and transmission shifts. On models equipped w/TCS, the PCM controls engine torque by ignition retard, transmission shifts and applies brakes several times until the vehicle regains traction. Once the vehicle regains traction, brake pressure is decreased and engine torque reduction is no longer requested. This cycle repeats until traction control is no longer necessary. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Diagrams > Page 91 Electronic Brake Control Module: Service and Repair Fig. 800 EBCM Assembly Removal. 1. Disconnect EBCM electrical connectors, Fig.800. 2. Remove ECU to dash panel attaching screws, then the ECU from dash panel. 3. Reverse procedure to install, noting the following: a. Ensure plastic grommets, if equipped, are located properly. b. Bleed brake system as described under Brake System Bleed. See: Brakes and Traction Control/Brake Bleeding Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Cooling System > Radiator Cooling Fan Motor Relay > Component Information > Locations > Component Locations Radiator Cooling Fan Motor Relay: Component Locations LH Front Of Engine Compartment LH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Cooling System > Radiator Cooling Fan Motor Relay > Component Information > Locations > Component Locations > Page 97 LH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Cooling System > Radiator Cooling Fan Motor Relay > Component Information > Locations > Page 98 Harness Connector Faces: Coolant Fan Relay Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Cooling System > Radiator Cooling Fan Motor Relay > Component Information > Locations > Page 99 Radiator Cooling Fan Motor Relay: Description and Operation PURPOSE: The electric Cooling Fan is used for engine and A/C condenser cooling and is controlled by the ECM/PCM CIRCUIT DESCRIPTION: Battery voltage to operate the cooling fan motor is supplied to a relay by the ECM/PCM completing a ground. When the ECM/PCM grounds CKT 335 the relay is energized and the cooling fan is turned ON." Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Cruise Control > Cruise Control Module > Component Information > Locations > Component Locations Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Cruise Control > Cruise Control Module > Component Information > Locations > Component Locations > Page 105 Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Cruise Control > Cruise Control Module > Component Information > Locations > Page 106 Cruise Control Module: Diagrams Harness Connector Faces: Cruise Control Module (Description) Harness Connector Faces: Cruise Control Module Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Cruise Control > Cruise Control Module > Component Information > Locations > Page 107 Cruise Control Module: Description and Operation OPERATION The module will interpret the position of the servo, the position of the control switches and the output of the speed sensor. In response to these inputs, the module electrically signals the opening or closing of the vent and vacuum solenoid valves in the servo. The module is mounted on the dash support bracket at the right side of the steering column, but is integral with the ECM on some models with certain engines. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - HVAC > Blower Motor Relay > Component Information > Locations > Component Locations RH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - HVAC > Blower Motor Relay > Component Information > Locations > Component Locations > Page 113 RH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - HVAC > Blower Motor Relay > Component Information > Locations > Page 114 Harness Connector Faces: High Blower Relay Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - HVAC > Compressor Clutch Relay > Component Information > Locations > Component Locations RH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - HVAC > Compressor Clutch Relay > Component Information > Locations > Component Locations > Page 119 RH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - HVAC > Compressor Clutch Relay > Component Information > Locations > Page 120 Harness Connector Faces: A/C Compressor Control Relay Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Instrument Panel > Audible Warning Device Control Module > Component Information > Locations > Multi-Function Chime (MFC) Module Audible Warning Device Control Module: Locations Multi-Function Chime (MFC) Module Convenience Center Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Instrument Panel > Audible Warning Device Control Module > Component Information > Locations > Multi-Function Chime (MFC) Module > Page 126 Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Instrument Panel > Audible Warning Device Control Module > Component Information > Locations > Multi-Function Chime (MFC) Module > Page 127 Convenience Center Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Lighting and Horns > Daytime Running Lamp Control Unit > Component Information > Locations Daytime Running Lamp Control Unit: Locations Daytime Running Lights (DRL) Module is located Behind LH side of I/P near C200 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Lighting and Horns > Daytime Running Lamp Control Unit > Component Information > Locations > Page 132 Harness Connector Faces: Daytime Running Lights (DRL) Module Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Lighting and Horns > Daytime Running Lamp Relay > Component Information > Locations LH Side Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Lighting and Horns > Daytime Running Lamp Relay > Component Information > Diagrams > Daytime Running Lights (DRL) Ignition Relay Harness Connector Faces: Daytime Running Lights (DRL) Ignition Relay Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Lighting and Horns > Daytime Running Lamp Relay > Component Information > Diagrams > Daytime Running Lights (DRL) Ignition Relay > Page 138 Harness Connector Faces: Daytime Running Light (DRL) Relay Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Lighting and Horns > Dome Light Switch <--> [Dome Lamp Relay] > Component Information > Diagrams Harness Connector Faces: Dome Light Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Lighting and Horns > Horn Relay > Component Information > Locations Convenience Center Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Lighting and Horns > Lamp Dimmer Module <--> [Lamp Control Module] > Component Information > Locations > Component Locations Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Lighting and Horns > Lamp Dimmer Module <--> [Lamp Control Module] > Component Information > Locations > Component Locations > Page 149 Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Lighting and Horns > Lamp Dimmer Module <--> [Lamp Control Module] > Component Information > Locations > Page 150 Harness Connector Faces: Lamp Dimmer Module Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > Engine Controls - Aftermarket Accessory Usage Engine Control Module: Technical Service Bulletins Engine Controls - Aftermarket Accessory Usage INFORMATION Bulletin No.: 04-06-04-054B Date: November 18, 2010 Subject: Info - Non-GM Parts and Accessories (Aftermarket) Models: 2011 and Prior GM Passenger Cars and Trucks Supercede: This bulletin is being revised to add model years and update to the new U.S. Fixed Operation Manager (FOM) and Canada Warranty Manager (WM) names. Please discard Corporate Bulletin Number 04-06-04-054A (Section 06 - Engine/Propulsion System). The recent rise and expansion of companies selling non-GM parts and accessories has made it necessary to issue this reminder to dealers regarding GM's policy on the use and installation of these aftermarket components. When a dealer is performing a repair under the New Vehicle Limited Warranty, they are required to use only genuine GM or GM-approved parts and accessories. This applies to all warranty repairs, special policy repairs or any repairs paid for by GM. Parts and accessories advertised as being "the same" as parts manufactured by GM, but not sold through GM, do not qualify for use in warranty repairs, special policy repairs or any repairs paid for by GM. During a warranty repair, if a GM original equipment part is not available through GM Customer Care and Aftersales (GM CC&A;), ACDelco(R) distributors, other GM dealers or approved sources, the dealer is to obtain comparable, non-GM parts and clearly indicate, in detail, on the repair order the circumstances surrounding why non-GM parts were used. The dealer must give customers written notice, prior to the sale or service, that such parts or accessories are not marketed or warranted by General Motors. It should also be noted that dealers modifying new vehicles and installing equipment, parts and accessories obtained from sources not authorized by GM are responsible for complying with the National Traffic and Motor Vehicle Safety Act. Certain non-approved parts or assemblies, installed by the dealer or its agent not authorized by GM, may result in a change to the vehicle's design characteristics and may affect the vehicle's ability to conform to federal law. Dealers must fully understand that non-GM approved parts may not have been validated, tested or certified for use. This puts the dealer at risk for potential liability in the event of a part or vehicle failure. If a GM part failure occurs as the result of the installation or use of a non-GM approved part, the warranty will not be honored. A good example of non-authorized modification of vehicles is the result of an ever increasing supply of aftermarket devices available to the customer, which claim to increase the horsepower and torque of the Duramax(TM) Diesel Engines. These include the addition of, but are not limited to one or more of the following modifications: - Propane injection - Nitrous oxide injection - Additional modules (black boxes) that connect to the vehicle wiring systems - Revised engine calibrations downloaded for the engine control module - Calibration modules which connect to the vehicle diagnostic connector - Modification to the engine turbocharger waste gate Although the installation of these devices, or modification of vehicle components, can increase engine horsepower and torque, they may also negatively affect the engine emissions, reliability and/or durability. In addition, other powertrain components, such as transmissions, universal joints, drive shafts, and front/rear axle components, can be stressed beyond design safety limits by the installation of these devices. General Motors does not support or endorse the use of devices or modifications that, when installed, increase the engine horsepower and torque. It is because of these unknown stresses, and the potential to alter reliability, durability and emissions performance, that GM has adopted a policy that prevents any UNAUTHORIZED dealer warranty claim submissions to any remaining warranty coverage, to the powertrain and driveline components whenever the presence of a non-GM (aftermarket) calibration is confirmed - even if the non-GM control module calibration is subsequently removed. Refer to the latest version of Bulletin 09-06-04-026 (V8 Gas Engines) or 06-06-01-007 (Duramax(TM) Diesel Engines) for more information on dealer requirements for calibration verification. These same policies apply as they relate to the use of non-GM accessories. Damage or failure from the use or installation of a non-GM accessory will not be covered under warranty. Failure resulting from the alteration or modification of the vehicle, including the cutting, welding or disconnecting of the vehicle's original equipment parts and components will void the warranty. Additionally, dealers will NOT be reimbursed or compensated by GM in the event of any legal inquiry at either the local, state or federal level that Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > Engine Controls - Aftermarket Accessory Usage > Page 157 results from the alteration or modification of a vehicle using non-GM approved parts or accessories. Dealers should be especially cautious of accessory companies that claim the installation of their product will not void the factory warranty. Many times these companies have even given direction on how to quickly disassemble the accessory in an attempt to preclude the manufacturer from finding out that is has been installed. Any suspect repairs should be reviewed by the Fixed Operations Manager (FOM), and in Canada by the Warranty Manager (WM) for appropriate repair direction. If it is decided that a goodwill repair is to be made on the vehicle, even with the installation of such non-GM approved components, the customer is to be made aware of General Motors position on this issue and is to sign the appropriate goodwill documentation required by General Motors. It is imperative for dealers to understand that by installing such devices, they are jeopardizing not only the warranty coverage, but also the performance and reliability of the customer's vehicle. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Specifications > PCM Connector C1 (Black) Engine Control Module: Specifications PCM Connector C1 (Black) ECM Connector: C1 ECM Connector: C1 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Specifications > PCM Connector C1 (Black) > Page 160 Engine Control Module: Specifications PCM Connector C2 (Black) ECM Connector: C2 ECM Connector: C2 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Specifications > PCM Connector C1 (Black) > Page 161 Engine Control Module: Specifications PCM Connector C3 (Green) ECM Connector: C3 ECM Connector: C3 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Locations > Component Locations Behind RH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Locations > Component Locations > Page 164 Behind RH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > C1 (Black) Engine Control Module: Diagrams C1 (Black) ECM Connector: C1 ECM Connector: C1 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > C1 (Black) > Page 167 Engine Control Module: Diagrams C2 (Black) ECM Connector: C2 ECM Connector: C2 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > C1 (Black) > Page 168 Engine Control Module: Diagrams C3 (Green) ECM Connector: C3 ECM Connector: C3 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Page 169 Engine Control Module: Description and Operation Computer Module PURPOSE: The Electronic Control Module or Powertrain Control Module (ECM/PCM) is the control center of the fuel injection system. It constantly looks at the information from various sensors (inputs) and controls the systems (outputs) that affect vehicle performance. The ECM/PCM also performs the diagnostic function of the system. It can recognize operational problems, alert the driver through the "SERVICE ENGINE SOON" or "MALFUNCTION INDICATOR LAMP" light, and store a code or codes which identify the problem areas to aid the technician in performing repairs. OPERATION: The computer is designed to process the various input information, and send the necessary electrical response to control fuel delivery, spark control, and other emission control systems. The computer can control these devices through the use of Quad Driver Modules (QDM). When the ECM/PCM is commanding a device or a component "ON," the voltage potential of the output is "LOW" or near zero volts. When the ECM/PCM is commanding a device or component "OFF," the voltage potential of the circuit will be "HIGH," or near 12 volts. The primary function of the QDM is to supply the ground for the component being controlled. The input information has an interrelation between sensor output. If one of the input devices failed, such as the oxygen sensor, this could affect more than one of the systems controlled by the computer. The computer has a learning ability which allows it to make corrections for minor variations in the fuel system to improve driveability. If the battery is disconnected to clear trouble codes or for repair, the learning process has to begin all over again, and a change may be noticed in the driving performance of the vehicle. To reset the vehicles learning ability, make sure the engine is at operating temperature and operate the vehicle at part throttle, moderate acceleration, and idle conditions, until normal performance returns. This vehicle is equipped with an ECM/PCM with two parts for service, a controller which is the ECM/PCM itself and a memory calibration unit called a MEM-CAL, PROM, or EPROM. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Testing and Inspection > Pinout Values and Diagnostic Parameters Engine Control Module: Pinout Values and Diagnostic Parameters ECM Connector: C1 ECM Connector: C1 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Testing and Inspection > Pinout Values and Diagnostic Parameters > Page 172 ECM Connector: C2 ECM Connector: C2 (Description) ECM Connector: C3 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Testing and Inspection > Pinout Values and Diagnostic Parameters > Page 173 ECM Connector: C3 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Testing and Inspection > Page 174 Engine Control Module: Service and Repair ECM Remove or Disconnect: 1. Negative battery cable. 2. Interior access panel. 3. Connectors from ECM/PCM. 3. ECM/PCM. NOTICE: To prevent possible electrostatic discharge damage to the ECM/PCM, Do Not touch the connector pins or soldered components on the circuit board. Install or Connect: 1. New ECM/PCM. 2. ECM connectors to ECM/PCM. 3. Negative battery cable. 4. interior access panel. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Locations > Component Locations Fuel Pump Relay: Component Locations RH Rear Of Engine Compartment Right hand rear of the engine compartment, behind the right hand strut tower. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Locations > Component Locations > Page 180 RH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Locations > Page 181 Harness Connector Faces: Fuel Pump Relay Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Locations > Page 182 Fuel Pump Relay: Description and Operation Relay Center PURPOSE: To relay power to the fuel pump. OPERATION: When the ignition key is first turned to the "ON" position, the ECM/PCM will energize the fuel pump relay for two seconds. This increases fuel pressure for cranking. If the engine is not running within two seconds, the ECM/PCM will shut "OFF" the relay and wait until the engine starts. As soon as the engine is cranked, the ECM/PCM will energize the relay and power the fuel pump. NOTE: The fuel pump relay may be bypassed by the oil pressure switch activating the fuel pump. LOCATION: Relay Center. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Locations > Page 183 Fuel Pump Relay: Service and Repair The fuel pump relay is mounted in the engine compartment. Fuel Pump Relay NOTE: Other than checking for loose connections the only service on the fuel pump relay is replacement. PROCEDURE 1. Verify that the ignition switch is in the "OFF" position. 2. Disconnect the wiring harness plug. 3. Remove the fuel pump relay. 4. Install the new fuel pump relay. 5. Connect the wiring harness plug securely. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Ignition System > Ignition Control Module > Component Information > Locations > Manual RH Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Ignition System > Ignition Control Module > Component Information > Locations > Manual > Page 189 RH Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Ignition System > Ignition Control Module > Component Information > Locations > Page 190 Harness Connector Faces: Electronic Ignition (EI) System Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Ignition System > Ignition Control Module > Component Information > Locations > Page 191 Ignition Control Module: Service and Repair REMOVAL 1. Disconnect negative battery cable. 2. Ignition Coils. 3. Module from assembly plate. INSTALLATION 1. Module to assembly plate. 2. Ignition Coils. 3. Negative battery cable. IDLE LEARN PROCEDURE: Any time the battery is disconnected, the programmed position of the IAC valve pintle is lost, and replaced with a default value. To return the IAC valve pintle to the correct position, perform the following procedure: 1. After restoring battery power, connect the Tech 1 "SCAN" tool. 2. Select "IAC SYSTEM," then select "IDLE LEARN" in the "MISC TEST" mode. 3. Proceed with idle learn as directed. ^ This procedure allows the ECM memory to be updated with the correct IAC valve pintle position, for the vehicle, and provide a stable idle speed. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Restraint Systems > Air Bag Control Module > Component Information > Description and Operation Air Bag Control Module: Description and Operation DESCRIPTION The Sensing and Diagnostic Module (SDM) performs several system functions. These functions include energy reserve, air bag deployment, malfunction detection, malfunction diagnosis, driver notification, frontal crash detection and frontal crash recording. OPERATION The SDM contains a sensing device which converts vehicle velocity changes to an electrical signal. The electrical signal generated is processed by the SDM and then compared to a value stored in memory. When the generated signal exceeds the stored value, additional signals are compared to signals stored in memory. When two of the generated signals exceed the stored values or when one of the generated signals exceeds the stored value and the forward discriminating sensor closes, the SDM will cause current to flow through the inflator modules deploying the air bags. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Windows and Glass > Heated Glass Control Module > Component Information > Locations > C2 A-Center Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Windows and Glass > Heated Glass Control Module > Component Information > Locations > C2 > Page 201 A-Center Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Windows and Glass > Heated Glass Control Module > Component Information > Locations > Page 202 Heated Glass Control Module: Diagrams Harness Connector Faces: Heater-A/C And Rear Defogger Control Assembly- C1 Harness Connector Faces: Heater-A/C And Rear Defogger Control Assembly- C2 Harness Connector Faces: Heater-A/C And Rear Defogger Control Assembly- C3 Harness Connector Faces: Heater-A/C And Rear Defogger Control Assembly- C1 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Windows and Glass > Heated Glass Control Module > Component Information > Locations > Page 203 Harness Connector Faces: Heater-A/C And Rear Defogger Control Assembly- C2 (Description) Harness Connector Faces: Heater-A/C And Rear Defogger Control Assembly- C3 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Convertible Top Switch > Component Information > Locations LH Front Of Door (Convertible) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Convertible Top Switch > Component Information > Locations > Page 209 Harness Connector Faces: Convertable Top Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Power Door Lock Switch > Component Information > Technical Service Bulletins > Customer Interest for Power Door Lock Switch: > 438101B > Sep > 95 > Interior - Lights Remain On/Battery Becomes Rundown Power Door Lock Switch: Customer Interest Interior - Lights Remain On/Battery Becomes Rundown File In Section: 8 - Chassis/Body Electrical Bulletin No.: 43-81-01B Date: September, 1995 Subject: Battery Rundown/Interior Lights Remain On (Diagnostic Check/Replace Door Handle Switch) Models: 1992-94 Chevrolet Cavalier 1994 Chevrolet Corsica, Beretta 1992-94 Pontiac Sunbird This bulletin is being revised to update the correction procedure and parts and warranty information. Please discard Corporate Bulletin Number 43-81-01A (Section 8 - Chassis/Body Electrical). Condition Some owners may experience interior lights staying "ON" after all doors are closed and after the Multi-Function Alarm Module's inadvertent lighting function has timed out, causing battery rundown. In the Corsica/Beretta, the Multi-Function Alarm Module will automatically turn off the interior lights after 20 minutes. The Cavalier and Sunbird's interior lights will continue to light indefinitely. Cause The LH and/or RH front door handle switch(es) may be providing a resistive path to ground which may cause the Multi-Function Alarm Module to sense that the door(s) are falsely open. Correction Follow the diagnostic procedure as listed below. If a resistance other than the specified value registers during testing, replace the malfunctioning door handle switch, (see P/N chart). Continue through the entire test to check that both the RH and LH door handle switches are functioning properly. 1. Disconnect the Multi-Function Alarm Module. 2. With the LH front door open, measure the resistance from: Term "J" to Term "P" (J Car) CONN C1, Term "H" to CONN C2, Term "E" (L Car) Resistance should be between 0 - 0.5 Ohms. 3. With the LH front door closed, measure the resistance from: Term "J" to Term "P" (J Car) CONN C1, Term "H" to CONN C2, Term "E" (L Car) Resistance should be > 30 Mega Ohms. 4. With the RH front door open, measure the resistance from: Term "K" to Term "P" (J Car) CONN C1, Term "G" to CONN C2, Term "E" (L Car) Resistance should be between 0 - 0.5 Ohms. 5. With the RH front door closed, measure the resistance from: Term "K" to Term "P" (J Car) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Power Door Lock Switch > Component Information > Technical Service Bulletins > Customer Interest for Power Door Lock Switch: > 438101B > Sep > 95 > Interior - Lights Remain On/Battery Becomes Rundown > Page 218 CONN C1, Term "G" to CONN 02, Term "E" (L Car) Resistance should be > 30 Mega Ohms. Parts Information All parts are found in Group 10.470 - LOCK ASM F/RH or LH Important: The door handle switches are part of the front side door lock assembly. Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Power Door Lock Switch > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Power Door Lock Switch: > 438101B > Sep > 95 > Interior - Lights Remain On/Battery Becomes Rundown Power Door Lock Switch: All Technical Service Bulletins Interior - Lights Remain On/Battery Becomes Rundown File In Section: 8 - Chassis/Body Electrical Bulletin No.: 43-81-01B Date: September, 1995 Subject: Battery Rundown/Interior Lights Remain On (Diagnostic Check/Replace Door Handle Switch) Models: 1992-94 Chevrolet Cavalier 1994 Chevrolet Corsica, Beretta 1992-94 Pontiac Sunbird This bulletin is being revised to update the correction procedure and parts and warranty information. Please discard Corporate Bulletin Number 43-81-01A (Section 8 - Chassis/Body Electrical). Condition Some owners may experience interior lights staying "ON" after all doors are closed and after the Multi-Function Alarm Module's inadvertent lighting function has timed out, causing battery rundown. In the Corsica/Beretta, the Multi-Function Alarm Module will automatically turn off the interior lights after 20 minutes. The Cavalier and Sunbird's interior lights will continue to light indefinitely. Cause The LH and/or RH front door handle switch(es) may be providing a resistive path to ground which may cause the Multi-Function Alarm Module to sense that the door(s) are falsely open. Correction Follow the diagnostic procedure as listed below. If a resistance other than the specified value registers during testing, replace the malfunctioning door handle switch, (see P/N chart). Continue through the entire test to check that both the RH and LH door handle switches are functioning properly. 1. Disconnect the Multi-Function Alarm Module. 2. With the LH front door open, measure the resistance from: Term "J" to Term "P" (J Car) CONN C1, Term "H" to CONN C2, Term "E" (L Car) Resistance should be between 0 - 0.5 Ohms. 3. With the LH front door closed, measure the resistance from: Term "J" to Term "P" (J Car) CONN C1, Term "H" to CONN C2, Term "E" (L Car) Resistance should be > 30 Mega Ohms. 4. With the RH front door open, measure the resistance from: Term "K" to Term "P" (J Car) CONN C1, Term "G" to CONN C2, Term "E" (L Car) Resistance should be between 0 - 0.5 Ohms. 5. With the RH front door closed, measure the resistance from: Term "K" to Term "P" (J Car) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Power Door Lock Switch > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Power Door Lock Switch: > 438101B > Sep > 95 > Interior - Lights Remain On/Battery Becomes Rundown > Page 224 CONN C1, Term "G" to CONN 02, Term "E" (L Car) Resistance should be > 30 Mega Ohms. Parts Information All parts are found in Group 10.470 - LOCK ASM F/RH or LH Important: The door handle switches are part of the front side door lock assembly. Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Power Door Lock Switch > Component Information > Locations > Left Front Door Lock Switch Power Door Lock Switch: Locations Left Front Door Lock Switch LH Front Of Door (Coupe) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Power Door Lock Switch > Component Information > Locations > Left Front Door Lock Switch > Page 227 LH Front Of Door (Convertible) LH Front Door (Station Wagon Shown, Sedan Similar) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Power Door Lock Switch > Component Information > Locations > Left Front Door Lock Switch > Page 228 Power Door Lock Switch: Locations Right Front Door Lock Switch RH Front Of Door (Coupe) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Power Door Lock Switch > Component Information > Locations > Left Front Door Lock Switch > Page 229 RH Front Door (Convertible) RH Front Door (Station Wagon Shown, Sedan Similar) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Power Door Lock Switch > Component Information > Locations > Left Front Door Lock Switch > Page 230 LH Rear Door (Sedan And Station Wagon) (RH Similar) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Power Door Lock Switch > Component Information > Diagrams > Left Front Door Lock Switch Harness Connector Faces: LH Front Door Lock Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Power Door Lock Switch > Component Information > Diagrams > Left Front Door Lock Switch > Page 233 Harness Connector Faces: RH Front Door Lock Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Trunk / Liftgate Switch > Component Information > Locations > Component Locations Trunk / Liftgate Switch: Component Locations Tailgate (Station Wagon) Behind RH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Trunk / Liftgate Switch > Component Information > Locations > Component Locations > Page 238 Trunk / Liftgate Switch: Connector Locations Behind RH Side Of I/P Behind RH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Brake Fluid Level Sensor/Switch > Component Information > Locations LH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Brake Fluid Level Sensor/Switch > Component Information > Locations > Page 243 Brake Fluid Level Sensor/Switch: Description and Operation OPERATION This sensor mounted on the master cylinder will activate the Brake Warning lamp if a low brake fluid level is detected. The lamp will turn off once the fluid level is corrected. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Brake Fluid Pressure Sensor/Switch > Component Information > Description and Operation Brake Fluid Pressure Sensor/Switch: Description and Operation Fig. 3 Pressure Differential Valve & Brake Warning Lamp Switch. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Brake Fluid Pressure Sensor/Switch > Component Information > Description and Operation > Page 247 Fig. 4 Dual Master Cylinder W/Built In Warning Lamp Switch. DESCRIPTION In Fig. 3, as pressure falls in one system, the other system's normal pressure forces the piston to the inoperative side, contacting the switch terminal, causing the warning lamp on the instrument panel to glow. In Fig. 4 shows the switch mounted directly in the master cylinder assembly. Whenever there is a specified differential pressure, the switch piston will activate the brake failure warning switch and cause the brake warning lamp to glow. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Parking Brake Warning Switch > Component Information > Locations > Component Locations Console Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Parking Brake Warning Switch > Component Information > Locations > Component Locations > Page 252 Console Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Technical Service Bulletins > Customer Interest for Wheel Speed Sensor: > 63-50-15B > Mar > 98 > ABS Indicator Lamp On, DTC 21,22,32 or 33 Set Wheel Speed Sensor: Customer Interest ABS Indicator Lamp On, DTC 21,22,32 or 33 Set File In Section: 5 - Brakes Bulletin No.: 63-50-15B Date: March, 1998 Subject: ABS Indicator Lamp ON, DTC 21, 22, 32 or 33 Set (Install Front ABS Wheel Speed Sensor Wiring Harness Connector Kit) Models: 1992-97 Buick Skylark 1991-96 Chevrolet Beretta, Corsica 1992-97 Chevrolet Cavalier 1992-97 Oldsmobile Achieva 1992-94 Pontiac Sunbird 1995-97 Pontiac Sunfire 1992-97 Pontiac Grand Am This bulletin is being revised to update parts and applicable model information. Please discard Corporate Bulletin Number 63-50-15A - (Section 5 - Brakes) Condition Some owners may comment that the ABS indicator lamp is "ON". Also, malfunction DTC 21, 22, 32 or 33 could set. Cause The right front and left front ABS wheel speed sensor wiring harness could be damaged and result in an open circuit. The wiring harness may be damaged approximately 4 inches (10 cm) back from the harness connector to the wheel speed sensor. This allows moisture to enter the harness causing corrosion and resulting in the open circuit. Correction A thorough inspection for corrosion and/or damage should be performed on suspect vehicles. It may be necessary to move the protective conduit away in order to inspect the wiring properly. If a failure occurs and damage is found, install the front ABS wheel speed sensor wiring harness connector kit(s). The kit includes instructions, splices, and "pigtail" connector. Parts Information Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Technical Service Bulletins > Customer Interest for Wheel Speed Sensor: > 63-50-15B > Mar > 98 > ABS Indicator Lamp On, DTC 21,22,32 or 33 Set > Page 261 Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Description Labor Time H2530 Right Side Use published H2531 Left Side Labor Operation Time Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheel Speed Sensor: > 63-50-15B > Mar > 98 > ABS Indicator Lamp On, DTC 21,22,32 or 33 Set Wheel Speed Sensor: All Technical Service Bulletins ABS Indicator Lamp On, DTC 21,22,32 or 33 Set File In Section: 5 - Brakes Bulletin No.: 63-50-15B Date: March, 1998 Subject: ABS Indicator Lamp ON, DTC 21, 22, 32 or 33 Set (Install Front ABS Wheel Speed Sensor Wiring Harness Connector Kit) Models: 1992-97 Buick Skylark 1991-96 Chevrolet Beretta, Corsica 1992-97 Chevrolet Cavalier 1992-97 Oldsmobile Achieva 1992-94 Pontiac Sunbird 1995-97 Pontiac Sunfire 1992-97 Pontiac Grand Am This bulletin is being revised to update parts and applicable model information. Please discard Corporate Bulletin Number 63-50-15A - (Section 5 - Brakes) Condition Some owners may comment that the ABS indicator lamp is "ON". Also, malfunction DTC 21, 22, 32 or 33 could set. Cause The right front and left front ABS wheel speed sensor wiring harness could be damaged and result in an open circuit. The wiring harness may be damaged approximately 4 inches (10 cm) back from the harness connector to the wheel speed sensor. This allows moisture to enter the harness causing corrosion and resulting in the open circuit. Correction A thorough inspection for corrosion and/or damage should be performed on suspect vehicles. It may be necessary to move the protective conduit away in order to inspect the wiring properly. If a failure occurs and damage is found, install the front ABS wheel speed sensor wiring harness connector kit(s). The kit includes instructions, splices, and "pigtail" connector. Parts Information Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheel Speed Sensor: > 63-50-15B > Mar > 98 > ABS Indicator Lamp On, DTC 21,22,32 or 33 Set > Page 267 Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Description Labor Time H2530 Right Side Use published H2531 Left Side Labor Operation Time Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Locations > Component Locations Wheel Speed Sensor: Component Locations LH Front Wheel (RH Similar) LH Rear ABS Wheel Speed Sensor LH Rear ABS Wheel Speed Sensor is located Rear of LH rear Wheel Hub LH Rear Wheel (RH Similar) Wheel Speed Sensors These sensors located on the front steering knuckles and under the wheel bearing dust caps on the rear wheels. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Locations > Component Locations > Page 270 Wheel Speed Sensor: Connector Locations LH Front Wheel (RH Similar) LH Rear Wheel (RH Similar) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Locations > Component Locations > Page 271 Wheel Speed Sensor: Harness Locations LH Side Of Engine Compartment RH Side Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Locations > Page 272 Wheel Speed Sensor: Description and Operation DESCRIPTION These sensors located on the front steering knuckles and under the wheel bearing dust caps on the rear wheels, send a low voltage signal to the EBCM/EBTCM. This signal is produced by rotating a toothed ring around the sensor pole piece, which produces a magnetic field that increases and decreases in magnitude. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Service and Repair > Front Wheel Speed Sensor: Service and Repair Front Fig. 802 Front Wheel Speed Sensor Removal. 1. Raise and support vehicle. 2. Disconnect wheel sensor electrical connector, Fig. 802. 3. Remove sensor attaching bolt, then the sensor from the mounting bracket. 4. Reverse procedure to install, noting the following: a. Ensure sensor is properly aligned and lays flat against bracket bosses, then torque attaching bolt to 9 ft. lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Service and Repair > Front > Page 275 Wheel Speed Sensor: Service and Repair Rear Fig. 803 Rear Wheel Bearing & Speed Sensor Removal. 1. Raise and support vehicle, then remove rear wheel and tire assembly. 2. Remove rear brake drum, then disconnect sensor electrical connector, Fig. 803. 3. Remove wheel bearing and sensor attaching nuts and bolts, then bearing and sensor assembly. After bolts are removed, the rear brake assembly will be held in place by the hydraulic pipe. Use care not to bump or exert any force on the brake assembly to prevent any damage to the hydraulic pipe. 4. Reverse procedure to install, noting the following: a. Align bolt holes in wheel bearing and speed sensor assembly, drum brake assembly and rear suspension bracket. b. When installing bolts, rotate axle flange to align large hole with each bolt location, then install bolt while holding nut. c. Torque bolts to 37 ft. lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Locations LH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications Coolant Temperature Sensor/Switch (For Computer): Specifications Resistance 177 ohms at 212 deg F 241 ohms at 194 deg F 332 ohms at 176 deg F 467 ohms at 158 deg F 667 ohms at 140 deg F 973 ohms at 122 deg F 1188 ohms at 113 deg F 1459 ohms at 104 deg F 1802 ohms at 95 deg F 2238 ohms at 86 deg F 2796 ohms at 77 deg F 3520 ohms at 68 deg F 4450 ohms at 59 deg F 5670 ohms at 50 deg F 7280 ohms at 41 deg F 9420 ohms at 32 deg F 12300 ohms at 23 deg F 16180 ohms at 14 deg F 21450 ohms at 5 deg F 28680 ohms at -4 deg F 52700 ohms at -22 deg F 100700 ohms at -40 deg F Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications > Page 284 Coolant Temperature Sensor/Switch (For Computer): Locations Rear Of Engine Compartment LH rear of engine, on Coolant Outlet Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions Coolant Temperature Sensor/Switch (For Computer): Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 287 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 288 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 289 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 290 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 291 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 292 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 293 Coolant Temperature Sensor/Switch (For Computer): Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 294 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 295 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 296 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 297 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 298 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 299 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 300 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 301 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 302 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 303 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 304 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 305 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 306 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 307 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 308 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 309 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 310 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 311 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 312 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 313 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 314 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 315 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 316 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 317 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 318 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 319 Coolant Temperature Sensor Circuit Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Page 320 Coolant Temperature Sensor/Switch (For Computer): Description and Operation Engine Coolant Temperature Sensor PURPOSE The Engine Coolant Temperature sensor (ECT) is used to control: ^ Fuel delivery ^ Torque Converter Clutch (TCC) ^ Engine Spark Timing (EST) ^ Controlled Canister Purge (CCP) ^ Idle Air Control (IAC) ^ Cooling Fan OPERATION: The ECT is a thermistor that is located in the engine coolant flow. When the coolant temperature is low, the sensor produces a high resistance. When the coolant temperature is high, the sensor produces a low resistance. The ECM sends a 5.0 volt signal to the ECT through a resistor in the computer and measures the voltage. The voltage will be high or low depending on coolant temperature. With the ECT varying its resistance, the ECM can sense engine coolant temperature by reading the varying voltage. LOCATION: Engine thermostat and coolant outlet. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Temperature Sensor (Gauge) > Component Information > Technical Service Bulletins > Customer Interest: > 478101 > Apr > 94 > Temperature Gauge - Fluctuation Temperature Sensor (Gauge): Customer Interest Temperature Gauge - Fluctuation Group Ref.: Chassis/Body Electrical Bulletin No.: 478101 Date: April, 1994 INFORMATION SUBJECT: TEMPERATURE GAUGE FLUCTUATION MODELS: 1992-94 CHEVROLET CAVALIER, CORSICA AND BERETTA 1993-94 BUICK CENTURY 1993-94 OLDSMOBILE CUTLASS CIERA WITH 2.2L ENGINE (RPO LN2 - VIN 4) 1994 CHEVROLET AND GMC TRUCK S TRUCKS WITH 2.2L ENGINE (RPO LN2 - VIN 4) Some vehicles described above may exhibit a condition where temperature gauge readings fluctuate in the normal range. These gauge fluctuations may be as much as 1/4 of the scale, however, the indicator should never enter the red high temperature warning area of the gauge under normal operating conditions. Coolant temperature sensor location combined with the thermostat cycling characteristics contribute to this sensitivity. The condition is considered a normal characteristic of this engine and should not be cause for instrument panel cluster, gauge, indicator sender, or engine coolant thermostat replacement or alteration. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Temperature Sensor (Gauge) > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 478101 > Apr > 94 > Temperature Gauge - Fluctuation Temperature Sensor (Gauge): All Technical Service Bulletins Temperature Gauge - Fluctuation Group Ref.: Chassis/Body Electrical Bulletin No.: 478101 Date: April, 1994 INFORMATION SUBJECT: TEMPERATURE GAUGE FLUCTUATION MODELS: 1992-94 CHEVROLET CAVALIER, CORSICA AND BERETTA 1993-94 BUICK CENTURY 1993-94 OLDSMOBILE CUTLASS CIERA WITH 2.2L ENGINE (RPO LN2 - VIN 4) 1994 CHEVROLET AND GMC TRUCK S TRUCKS WITH 2.2L ENGINE (RPO LN2 - VIN 4) Some vehicles described above may exhibit a condition where temperature gauge readings fluctuate in the normal range. These gauge fluctuations may be as much as 1/4 of the scale, however, the indicator should never enter the red high temperature warning area of the gauge under normal operating conditions. Coolant temperature sensor location combined with the thermostat cycling characteristics contribute to this sensitivity. The condition is considered a normal characteristic of this engine and should not be cause for instrument panel cluster, gauge, indicator sender, or engine coolant thermostat replacement or alteration. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Temperature Sensor (Gauge) > Component Information > Technical Service Bulletins > All Other Service Bulletins for Temperature Sensor (Gauge): > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: All Technical Service Bulletins Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Temperature Sensor (Gauge) > Component Information > Technical Service Bulletins > All Other Service Bulletins for Temperature Sensor (Gauge): > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON > Page 339 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Temperature Sensor (Gauge) > Component Information > Technical Service Bulletins > All Other Service Bulletins for Temperature Sensor (Gauge): > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON > Page 345 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Temperature Sensor (Gauge) > Component Information > Technical Service Bulletins > Page 346 Temperature Sensor (Gauge): Locations Rear Of Engine Compartment LH rear of engine, on Coolant Outlet Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Temperature Switch (Warning Indicator) > Component Information > Description and Operation Temperature Switch (Warning Indicator): Description and Operation DESCRIPTION If the red light is not lit when the engine is being cranked, check for a burned out bulb, an open in the light circuit, or a defective ignition switch. If the red light is lit when the engine is running, check the wiring between light and switch for a ground, temperature switch defective, or overheated cooling system. As a test circuit to check whether the red bulb is functioning properly, a wire which is connected to the ground terminal of the ignition switch is tapped into its circuit. When the ignition is in the start engine cranking position, the ground terminal is grounded inside the switch and the red bulb will be lit. When the engine is started and the ignition switch is in the on position, the test circuit is opened and the bulb is then controlled by the temperature switch. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cruise Control > Brake Switch (Cruise Control) > Component Information > Locations > Component Locations Brake Switch (Cruise Control): Component Locations Below LH Side Of I/P (Automatic) Below LH Side Of I/P (Manual) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cruise Control > Brake Switch (Cruise Control) > Component Information > Locations > Component Locations > Page 355 Brake Switch (Cruise Control): Connector Locations Below LH Side Of I/P (Automatic) Below LH Side Of I/P (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cruise Control > Brake Switch (Cruise Control) > Component Information > Locations > Page 356 Harness Connector Faces: Brake Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cruise Control > Brake Switch (Cruise Control) > Component Information > Description and Operation > Combination Cruise/Stop Light Switch Brake Switch (Cruise Control): Description and Operation Combination Cruise/Stop Light Switch A separately mounted vacuum release valve is used with this combination switch. When the brake pedal is depressed, the switch resets the cruise function to a non-cruise condition and illuminates the brake lights. Two sets of electrical contacts are used in the switch: one to operate the stop lights, and the other to operate the cruise release function. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cruise Control > Brake Switch (Cruise Control) > Component Information > Description and Operation > Combination Cruise/Stop Light Switch > Page 359 Brake Switch (Cruise Control): Description and Operation Combination Vacuum Release Valve/Converter Clutch Switch The vacuum release valve provides an additional vent to atmosphere for the servo unit when the brake pedal is held in the depressed position. The venting is spring actuated and occurs within the free travel of the brake pedal arm. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cruise Control > Brake Switch (Cruise Control) > Component Information > Description and Operation > Page 360 Brake Switch (Cruise Control): Testing and Inspection 1. Turn ignition switch to On position. 2. Connect test light to ground. 3. Probe brown wire at brake switch connector. Lamp should illuminate. 4. Check switch adjustment, with probe still at brown wire, depressing brake pedal 1/8-1/2 inch. Light should go out. 5. If lamp did not illuminate in step 3, probe wire in adjacent connector cavity. If lamp illuminates, adjust or replace switch as necessary. If light does not illuminate, check wiring to switch. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cruise Control > Brake Switch (Cruise Control) > Component Information > Description and Operation > Page 361 Brake Switch (Cruise Control): Adjustments The switch assembly and valve assembly cannot be adjusted until brake booster pushrod is assembled to brake pedal assembly. Adjustment is as follows: 1. Depress brake pedal and switch assembly and valve assembly into their proper retaining clips until fully seated. 2. On vehicles equipped with ABS, release brake pedal and allow to come to rest. 3. On models less ABS, slowly pull pedal back to its fully retracted position. The switch assembly and valve assembly will move within their retainers to their adjusted position. 4. The following brake pedal travel distances may be used to check for a properly adjusted cruise control and stop lamp switch assembly and vacuum release valve assembly. a. Cruise control switch contacts must open at 1/8- 1/2 inch pedal travel, measured at centerline of brake pedal pad. Nominal actuation of stop lamp contacts is 3/16 inch after cruise control contacts open. b. Vacuum release valve assembly must open at 11/16-1 5/16 inches pedal travel, measured at centerline of brake pedal pad. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cruise Control > Clutch Switch, Cruise Control > Component Information > Locations > Component Locations Below LH Side Of I/P (Manual) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cruise Control > Clutch Switch, Cruise Control > Component Information > Locations > Component Locations > Page 366 Below LH Side Of I/P (Manual) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cruise Control > Clutch Switch, Cruise Control > Component Information > Locations > Page 367 Clutch Switch: Description and Operation The clutch switch is used on vehicles equipped with manual transmission. When the clutch pedal is depressed, the cruise function is disconnected and will remain so after the pedal is released. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cruise Control > Clutch Switch, Cruise Control > Component Information > Locations > Page 368 Clutch Switch: Adjustments 1. Ensure clutch release switch is fully seated in retainer. 2. Pull clutch pedal pad upward. CAUTION: Do not exert an upward force on the clutch pedal of more than 20 lbs., or damage to clutch master cylinder retaining ring may result. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cruise Control > Cruise Control Switch > Component Information > Service and Repair Cruise Control Switch: Service and Repair Refer to multi-function switch replacement procedures. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cruise Control > Vehicle Speed Sensor/Transducer - Cruise Control > Component Information > Description and Operation Vehicle Speed Sensor/Transducer - Cruise Control: Description and Operation DESCRIPTION On models with conventional instrument panels, a speedometer frame mounted optic head is used to pick up light reflected by a speedometer cable mounted blade. The reflected light is produced by a light emitting diode (LED). As the speedometer cable mounted blade enters the LED light beam, the light is reflected into the optic head. From there, the light enters a photocell in the optic head and produces a low power speed signal. This signal is sent to a buffer for amplification and conditioning, then to the controller. On models with electronic speedometers or electronic instrumentation, a transmission mounted speed sensor is used. This sensor utilizes a permanent magnet (PM) to generate vehicle speed information to the controller. Some models use a buffer amplifier to modify the sensor output. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Engine > Oil Pressure Switch (For Fuel Pump) > Component Information > Locations > Fuel Pump Switch/Oil Pressure Sender/Switch Oil Pressure Switch (For Fuel Pump): Locations Fuel Pump Switch/Oil Pressure Sender/Switch RH Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Engine > Oil Pressure Switch (For Fuel Pump) > Component Information > Locations > Fuel Pump Switch/Oil Pressure Sender/Switch > Page 380 RH Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Engine > Oil Pressure Switch (For Fuel Pump) > Component Information > Locations > Fuel Pump Switch/Oil Pressure Sender/Switch > Page 381 Fuel Pump / Oil Pressure Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Engine > Oil Pressure Switch (For Fuel Pump) > Component Information > Locations > Page 382 Harness Connector Faces: Fuel Pump Switch/Oil Pressure Sender/Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - HVAC > Blower Motor Switch > Component Information > Locations A-Center Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - HVAC > Refrigerant Pressure Sensor / Switch, HVAC > Component Information > Locations LH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Dimmer Switch > Component Information > Technical Service Bulletins > IP Dimmer Control - Proper Setting Dimmer Switch: Technical Service Bulletins IP Dimmer Control - Proper Setting File In Section: 08 - Body and Accessories Bulletin No.: 99-08-42-009 Date: November, 1999 INFORMATION Subject: Proper Setting of I/P Dimmer Control to View PRNDL Display with Automatic Headlamp Control Models: 2000 and Prior All Passenger Cars and Trucks With Automatic Headlamp Control and Electronic PRNDL Display Under certain conditions, if the instrument panel dimmer control is turned relatively low, the PRNDL will not be visible until the automatic headlamp control turns the headlamps off and the daytime running lamps (DRL) are turned back on. Such a condition may be if the vehicle is first started in an environment where the headlamp control turns on the headlamps and then the vehicle is driven out into a brighter environment (for example, when a vehicle is backed out of a dark garage into the bright sunlight). This condition is normal and any repair attempt will not be successful. Demonstrate this condition to the customer using the service lane and then turn the instrument panel dimmer control to a higher setting. This will enable the driver to see the PRNDL display Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Dimmer Switch > Component Information > Technical Service Bulletins > Page 395 Dimmer Switch: Locations Behind LH Side Of I/P Panel Dimmer Switch is located at LH side of I/P near LH front Speaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Dimmer Switch > Component Information > Technical Service Bulletins > Page 396 Harness Connector Faces: Panel Dimmer Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Dimmer Switch > Component Information > Technical Service Bulletins > Page 397 Dimmer Switch: Service and Repair 1. Remove steering wheel as outlined under Steering Wheel. Refer to Steering and Suspension/Steering. 2. Remove turn signal switch as outlined under Turn Signal Switch. Refer to Turn Signals. 3. Remove windshield wiper switch as outlined under Windshield Wiper Switch. Refer to Wiper and Washer System. 4. Remove ignition switch to ignition switch housing attaching screws. 5. Depress ignition switch locking tab, then disconnect switch electrical connectors. 6. Reverse procedure to install, noting the following: a. Ensure lock cylinder shaft aligns with slotted opening on ignition switch. b. Torque ignition switch attaching screws to 21 inch lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Door Switch > Component Information > Locations Center Of Console (Sedan Shown, Station Wagon Similar) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Fuel Gauge Sender > Component Information > Service and Repair Fuel Gauge Sender: Service and Repair Modular Fuel Sender To Tank Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Fuel Gauge Sender > Component Information > Service and Repair > Page 404 Modular Fuel Sender Assembly NOTE: Always replace fuel sender assembly O-ring when reinstalling fuel sender assembly. Remove or Disconnect: 1. Negative battery cable. 2. Relieve system fuel pressure. 3. Drain fuel tank. Refer to "DRAINING FUEL TANK." 4. Fuel tank, Refer to "FUEL TANK REPLACEMENT." Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Fuel Gauge Sender > Component Information > Service and Repair > Page 405 5. While holding, the modular fuel sender assembly down, remove the snap ring from designated slots located on the retainer. IMPORTANT: ^ The modular fuel sender assembly may spring up from its position. ^ When removing the modular fuel sender assembly from the fuel tank, be aware that that the reservoir bucket is full of fuel. It must be tipped slightly during removal to avoid damage to the float. Discard fuel sender O-ring and replace with a new one. ^ Carefully discard the reservoir fuel into an approved container. INSTALL OR CONNECT: 1. New O-ring on modular fuel sender to tank. 2. Align tab on front of sender with slot on front of retainer snap ring. 3. Slowly apply pressure to top of spring loaded sender until sender aligns flush with retainer on tank. 4. Insert snap ring into designated slots. IMPORTANT: ^ Be sure that the snap ring is fully seated within the tab slots. 5. Fuel tank. Refer to "FUEL TANK REPLACEMENT" 6. Lower vehicle. 7. Refill tank. INSPECT: ^ Turn ignition to "ON" position for two seconds, then to "OFF" for ten seconds. Again turn to "ON" position, and check for fuel leak's. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Key Reminder Switch > Component Information > Locations Below LH Side Of I/P (Manual) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Parking Brake Warning Switch > Component Information > Locations > Component Locations Console Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Parking Brake Warning Switch > Component Information > Locations > Component Locations > Page 413 Console Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Temperature Switch (Warning Indicator) > Component Information > Description and Operation Temperature Switch (Warning Indicator): Description and Operation DESCRIPTION If the red light is not lit when the engine is being cranked, check for a burned out bulb, an open in the light circuit, or a defective ignition switch. If the red light is lit when the engine is running, check the wiring between light and switch for a ground, temperature switch defective, or overheated cooling system. As a test circuit to check whether the red bulb is functioning properly, a wire which is connected to the ground terminal of the ignition switch is tapped into its circuit. When the ignition is in the start engine cranking position, the ground terminal is grounded inside the switch and the red bulb will be lit. When the engine is started and the ignition switch is in the on position, the test circuit is opened and the bulb is then controlled by the temperature switch. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Backup Lamp Switch > Component Information > Locations > Component Locations Backup Lamp Switch: Component Locations LH Rear Of Engine Compartment (Manual) LH Rear Of Engine Compartment (Manual) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Backup Lamp Switch > Component Information > Locations > Component Locations > Page 422 LH Rear Of Engine Compartment (Manual) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Backup Lamp Switch > Component Information > Locations > Page 423 Backup Lamp Switch: Service and Repair 1. Disconnect battery ground cable. 2. Disconnect back-up lamp switch electrical connector. 3. Remove back-up lamp switch from top of transaxle case. 4. Reverse procedure to install. Prior to installation, apply sealant 1052080 or equivalent to switch threads. 5. Torque back up lamp switch to 24 ft-lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Brake Light Switch > Component Information > Locations > Component Locations Brake Light Switch: Component Locations Insert stop lamp switch in retainer until switch body seats on retainer. Pull brake pedal upward against internal pedal stop. Switch will be moved in retainer providing proper adjustment. Proper switch adjustment is achieved when no audible clicks are heard when the pedal is pulled upward and the brake lights do not remin on without brake application. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Brake Light Switch > Component Information > Locations > Component Locations > Page 428 Brake Light Switch: Connector Locations Below LH Side Of I/P (Automatic) Below LH Side Of I/P (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Brake Light Switch > Component Information > Locations > Page 429 Harness Connector Faces: Brake Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Brake Light Switch > Component Information > Locations > Page 430 Brake Light Switch: Service and Repair 1. Disconnect battery ground cable. 2. Remove drivers' side hash panel. 3. Disconnect switch electrical connector. 4. Remove switch from brake pedal support bracket. 5. Reverse procedure to install. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Door Switch > Component Information > Locations Center Of Console (Sedan Shown, Station Wagon Similar) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Glove Box Lamp Switch > Component Information > Locations RH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Hazard Warning Switch > Component Information > Locations > Component Locations Hazard Warning Switch: Component Locations LH Side Of I/P Turn/Hazard Headlight Switch Assembly is located Top of Steering Column, below Steering Wheel Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Hazard Warning Switch > Component Information > Locations > Component Locations > Page 441 LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Hazard Warning Switch > Component Information > Locations > Page 442 Hazard Warning Switch: Diagrams Harness Connector Faces: Turn/Hazard-Headlight Switch Assembly- C1 Harness Connector Faces: Turn/Hazard-Headlight Switch Assembly- C2 Harness Connector Faces: Turn/Hazard-Headlight Switch Assembly- C1 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Hazard Warning Switch > Component Information > Locations > Page 443 Harness Connector Faces: Turn/Hazard-Headlight Switch Assembly- C2 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Locations > Component Locations Headlamp Switch: Component Locations LH Side Of I/P Turn/Hazard Headlight Switch Assembly is located Top of Steering Column, below Steering Wheel Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Locations > Component Locations > Page 448 LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions Headlamp Switch: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 451 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 452 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 453 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 454 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 455 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 456 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 457 Headlamp Switch: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 458 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 459 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 460 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 461 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 462 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 463 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 464 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 465 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 466 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 467 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 468 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 469 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 470 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 471 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 472 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 473 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 474 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 475 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 476 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 477 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 478 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 479 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 480 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 481 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 482 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 483 Headlamp Switch: Electrical Diagrams Light Switch Details: With Daytime Running Lights (T61) (Part 1 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 484 Light Switch Details: With Daytime Running Lights (T61) (Part 2 Of 4) Light Switch Details: With Daytime Running Lights (T61) (Wagon) (Part 4 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 485 Light Switch Details: With Daytime Running Lights (T61) (Part 1 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 486 Light Switch Details: With Daytime Running Lights (T61) (Part 2 Of 4) Light Switch Details: With Daytime Running Lights (T61) (Sedan) (Part 4 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 487 Light Switch Details: With Daytime Running Lights (T61) (Part 1 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 488 Light Switch Details: With Daytime Running Lights (T61) (Part 2 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 489 Light Switch Details: With Daytime Running Lights (T61) (Coupe And Convertable) (Part 4 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 490 Light Switch Details: With Daytime Running Lights (T61) (Part 3 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 491 Light Switch Details: With Daytime Running Lights (T61) (Part 3 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 492 Light Switch Details: With Daytime Running Lights (T61) (Wagon) (Part 4 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 493 Light Switch Details: With Daytime Running Lights (T61) (Part 3 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 494 Light Switch Details: With Daytime Running Lights (T61) (Part 3 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 495 Light Switch Details: With Daytime Running Lights (T61) (Sedan) (Part 4 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 496 Light Switch Details: With Daytime Running Lights (T61) (Part 3 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 497 Light Switch Details: With Daytime Running Lights (T61) (Part 3 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 498 Light Switch Details: With Daytime Running Lights (T61) (Coupe And Convertable) (Part 4 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Page 499 Headlamp Switch: Service and Repair The headlamp switch is part of the turn signal lever assembly and is not serviceable. The headlamp switch, turn signal lever and cruise control switch must be replaced as an assembly. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Horn Switch > Component Information > Technical Service Bulletins > Recalls for Horn Switch: > NHTSA96I001000 > Jan > 96 > Recall 96I001000: Horn Assembly Defect Horn Switch: Recalls Recall 96I001000: Horn Assembly Defect This is not a safety recall in accordance with Federal Regulation 573. However, it is deemed a safety improvement campaign by the agency. These vehicles were built with insufficient retention of the horn pad. The horn pad can separate from the steering wheel falling between the steering wheel spokes. The horn pad could become jammed between the steering wheel spokes and the turn signal lever, resulting in damage to the turn signal lever, horn pad, and horn wiring. Dealers will modify the horn pad retention clips, install horn pad retention brackets to the steering wheel, reinstall the horn pad and assure that the hornpad is properly retained. NOTE: General Motors has decided to conduct a safety improvement campaign to modify the horn pad on these vehicles. Owners can contact Chevrolet at1-800-222-1020. 1993 CHEVROLET CAVALIER 1994 CHEVROLET CAVALIER Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Horn Switch > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Horn Switch: > NHTSA96I001000 > Jan > 96 > Recall 96I001000: Horn Assembly Defect Horn Switch: All Technical Service Bulletins Recall 96I001000: Horn Assembly Defect This is not a safety recall in accordance with Federal Regulation 573. However, it is deemed a safety improvement campaign by the agency. These vehicles were built with insufficient retention of the horn pad. The horn pad can separate from the steering wheel falling between the steering wheel spokes. The horn pad could become jammed between the steering wheel spokes and the turn signal lever, resulting in damage to the turn signal lever, horn pad, and horn wiring. Dealers will modify the horn pad retention clips, install horn pad retention brackets to the steering wheel, reinstall the horn pad and assure that the hornpad is properly retained. NOTE: General Motors has decided to conduct a safety improvement campaign to modify the horn pad on these vehicles. Owners can contact Chevrolet at1-800-222-1020. 1993 CHEVROLET CAVALIER 1994 CHEVROLET CAVALIER Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Turn Signal Switch > Component Information > Locations > Component Locations Turn Signal Switch: Component Locations LH Side Of I/P Turn/Hazard Headlight Switch Assembly is located Top of Steering Column, below Steering Wheel Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Turn Signal Switch > Component Information > Locations > Component Locations > Page 517 LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Turn Signal Switch > Component Information > Locations > Page 518 Turn Signal Switch: Service and Repair WARNING: On models equipped with Airbags, Refer to Air Bags (Supplemental Restraint Systems) Service and Repair Disarming procedures before performing any repair. See: Restraint Systems/Air Bag Systems/Service and Repair 1. Disconnect battery ground cable. 2. Remove steering wheel. Refer to Steering and Suspension / Steering / Steering Wheel. See: Steering and Suspension/Steering/Steering Wheel/Service and Repair 3. Remove lower steering column cover upper and lower attaching bolts, then remove lower steering column cover. 4. Separate rose bud fastener, integral to wiring harness, from jacket assembly. 5. Remove turn signal switch attaching screws, the depress locking tab and remove turn signal switch electrical connectors. 6. Reverse procedure to install. Torque turn signal switch attaching screws to 48 inch lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications Coolant Temperature Sensor/Switch (For Computer): Specifications Resistance 177 ohms at 212 deg F 241 ohms at 194 deg F 332 ohms at 176 deg F 467 ohms at 158 deg F 667 ohms at 140 deg F 973 ohms at 122 deg F 1188 ohms at 113 deg F 1459 ohms at 104 deg F 1802 ohms at 95 deg F 2238 ohms at 86 deg F 2796 ohms at 77 deg F 3520 ohms at 68 deg F 4450 ohms at 59 deg F 5670 ohms at 50 deg F 7280 ohms at 41 deg F 9420 ohms at 32 deg F 12300 ohms at 23 deg F 16180 ohms at 14 deg F 21450 ohms at 5 deg F 28680 ohms at -4 deg F 52700 ohms at -22 deg F 100700 ohms at -40 deg F Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications > Page 524 Coolant Temperature Sensor/Switch (For Computer): Locations Rear Of Engine Compartment LH rear of engine, on Coolant Outlet Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions Coolant Temperature Sensor/Switch (For Computer): Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 527 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 528 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 529 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 530 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 531 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 532 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 533 Coolant Temperature Sensor/Switch (For Computer): Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 534 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 535 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 536 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 537 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 538 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 539 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 540 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 541 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 542 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 543 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 544 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 545 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 546 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 547 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 548 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 549 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 550 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 551 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 552 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 553 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 554 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 555 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 556 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 557 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 558 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 559 Coolant Temperature Sensor Circuit Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Page 560 Coolant Temperature Sensor/Switch (For Computer): Description and Operation Engine Coolant Temperature Sensor PURPOSE The Engine Coolant Temperature sensor (ECT) is used to control: ^ Fuel delivery ^ Torque Converter Clutch (TCC) ^ Engine Spark Timing (EST) ^ Controlled Canister Purge (CCP) ^ Idle Air Control (IAC) ^ Cooling Fan OPERATION: The ECT is a thermistor that is located in the engine coolant flow. When the coolant temperature is low, the sensor produces a high resistance. When the coolant temperature is high, the sensor produces a low resistance. The ECM sends a 5.0 volt signal to the ECT through a resistor in the computer and measures the voltage. The voltage will be high or low depending on coolant temperature. With the ECT varying its resistance, the ECM can sense engine coolant temperature by reading the varying voltage. LOCATION: Engine thermostat and coolant outlet. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Locations Crankshaft Position Sensor: Locations Crankshaft Position Sensor RH rear of engine, on exhaust manifold Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Locations > Page 564 Crankshaft Position Sensor: Description and Operation Typical DIS Crankshaft Sensor PURPOSE: The crankshaft sensor provides a signal through the Direct Ignition (DI), which the ECM uses as reference to calculate rpm and crankshaft position. OPERATION: This sensor protrudes into the block, within approximately .050" of the engine crankshaft reluctor. The reluctor is a special wheel cast into the crankshaft with seven slots cast into it, six of which are evenly spaced 60° apart. A seventh slot is spaced 10° from one of the other slots and serves to generate a "sync pulse." As the reluctor rotates as part of the crankshaft, the slots change the magnetic field of the sensor, creating an induced voltage pulse. Based on the crank sensor pulses, the ignition module sends reference signals to the ECM which are used to indicate crankshaft position and engine speed. LOCATION: This sensor is mounted remotely from the ignition module, right hand side of engine, at the end of the crank shaft. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Locations > Page 565 Crankshaft Position Sensor: Service and Repair Crankshaft Position Sensor Remove or Disconnect 1. Sensor harness connector. 2. Sensor to block bolt. 3. Sensor from engine. Inspect ^ Sensor O-ring for wear, cracks or leakage. Replace if necessary. Lube new O-ring with engine oil before installing. Install or Connect 1. Sensor into hole in block. 2. Sensor to block bolt. ^ Torque to 8 N.m (71 lb. in.). 3. Sensor harness connector. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Specifications > Electrical Specifications Intake Air Temperature Sensor: Electrical Specifications Resistance 177 ohms at 212 deg F 241 ohms at 194 deg F 332 ohms at 176 deg F 467 ohms at 158 deg F 667 ohms at 140 deg F 973 ohms at 122 deg F 1188 ohms at 113 deg F 1459 ohms at 104 deg F 1802 ohms at 95 deg F 2238 ohms at 86 deg F 2796 ohms at 77 deg F 3520 ohms at 68 deg F 4450 ohms at 59 deg F 5670 ohms at 50 deg F 7280 ohms at 41 deg F 9420 ohms at 32 deg F 12300 ohms at 23 deg F 16180 ohms at 14 deg F 21450 ohms at 5 deg F 28680 ohms at -4 deg F 52700 ohms at -22 deg F 100700 ohms at -40 deg F Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Specifications > Electrical Specifications > Page 570 Intake Air Temperature Sensor: Mechanical Specifications Torque Valve Torque Valve Induction Air Sensor 44 in.lb Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Specifications > Page 571 Intake Air Temperature Sensor: Locations Top Front Of Engine (2.2L Shown, Others similar) Intake Air Temperature Sensor is located LH front of Engine Compartment, on Air Cleaner. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions Intake Air Temperature Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 574 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 575 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 576 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 577 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 578 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 579 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 580 Intake Air Temperature Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 581 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 582 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 583 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 584 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 585 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 586 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 587 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 588 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 589 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 590 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 591 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 592 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 593 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 594 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 595 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 596 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 597 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 598 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 599 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 600 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 601 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 602 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 603 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 604 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 605 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 606 Intake Air Temperature Sensor Circuit Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Page 607 Intake Air Temperature Sensor: Description and Operation Intake Air Temperature Sensor PURPOSE: The Intake Air Temperature (IAT) sensor is a thermistor, a variable resistor which changes value based on temperature, mounted in the air cleaner assembly. The IAT sensor input affects fuel delivery and ignition timing controls in the ECM. OPERATION: The ECM supplies 5 volts to the IAT sensor and monitors the voltage on a signal line. The sensor provides a path to ground through its thermistor. The voltage will be high when the intake air is cold and low when the air is hot. By monitoring the voltage, the ECM calculates the intake air temperature. Low intake air temperature produces high resistance (100,000 ohms at -40°C/-40°F, while high temperature causes low resistance (70 ohms at 130 °C/266°F). A failure in the IAT circuit should set a Diagnostic Trouble Code (DTC) 23/25. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Locations > Component Locations Knock Sensor: Component Locations LH Rear Of Engine Compartment (Manual) RH Rear Of Engine Compartment (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Locations > Component Locations > Page 612 LH Rear Of Engine Compartment (Manual) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Locations > Page 613 Knock Sensor: Description and Operation PURPOSE: The knock sensor is used to detect engine detonation (ping). The ECM will retard the electronic spark timing based on the signal received. OPERATION: The knock sensor detects abnormal vibration in the engine. Then, the knock sensor produces an AC signal which increases with the severity of the knock. The ECM reads this signal and retards the timing until the knock is stopped. LOCATION: Engine block near the cylinders. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Locations > Page 614 Knock Sensor: Testing and Inspection Chart C-5 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Locations > Page 615 Knock Sensor Circuit Circuit Description: The Knock Sensor (KS) is used to detect engine detonation and the PCM will retard the ignition control timing based on the signal being received. The circuitry, within the knock sensor, causes the PCMs 5 volts to be pulled down so that under a no knock condition, CKT 496 would measure about 2.5 volts. The knock sensor produces an AC signal, which rides on the 2.5 volts DC voltage. The amplitude and frequency are dependent upon the knock level. The EPROM used with this engine contains the functions which were part of remotely mounted knock sensor modules used on other GM vehicles. The knock sensor portion of the EPROM then sends a signal to other parts of the PCM which adjusts the spark timing to retard the spark and reduce the detonation. Test Description: Number(s) below refer to circled number(s) on the diagnostic chart. 1. With engine idling, there should not be a knock signal present at the PCM, because detonation is not likely under a no load condition. 2. Tapping on the engine lift bracket should simulate a knock signal to determine if the sensor is capable of detecting detonation. If no knock is detected, try tapping on engine block closer to sensor before replacing sensor. 3. If the engine has an internal problem which is creating a knock, the knock sensor may be responding to the internal failure. 4. This test determines if the knock sensor is faulty or if the KS portion of the EPROM is faulty. If it is determined that the EPROM is faulty, be sure that it is properly installed and latched into place. If not properly installed, repair and retest. Diagnostic Aids: While observing knock signal on the Tech 1 scan tool, there should be an indication that knock is present, when detonation can be heard. Detonation is most likely to occur under high engine load conditions. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Specifications > Electrical Specifications Manifold Pressure/Vacuum Sensor: Electrical Specifications Idle 1-2 V Wide Open Throttle 4.4.8 V Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Specifications > Electrical Specifications > Page 620 Manifold Pressure/Vacuum Sensor: Mechanical Specifications MAP Sensor Screws 27 in.lb Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Locations > Component Locations Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Locations > Component Locations > Page 623 Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions Manifold Pressure/Vacuum Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 626 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 627 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 628 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 629 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 630 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 631 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 632 Manifold Pressure/Vacuum Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 633 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 634 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 635 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 636 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 637 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 638 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 639 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 640 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 641 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 642 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 643 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 644 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 645 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 646 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 647 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 648 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 649 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 650 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 651 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 652 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 653 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 654 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 655 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 656 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 657 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 658 Manifold Absolute Pressure Sensor Circuit Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Page 659 Manifold Pressure/Vacuum Sensor: Description and Operation MAP Sensor PURPOSE: The Manifold Absolute Pressure (MAP) sensor is a pressure sensitive variable resistor. It measures the changes in the intake manifold pressure which result from engine load and speed changes, and converts this to a voltage output. The computer uses this voltage output to control fuel delivery and ignition timing. The MAP sensor is also used to measure barometric pressure at start up and under certain conditions, which allows the ECM to automatically adjust for different altitudes. OPERATION: The ECM supplies 5 volts to the MAP sensor and monitors the voltage on a signal line. The sensor provides a path to ground through its variable resistor. A closed throttle on engine coastdown will produce a relatively low MAP output, while a wide open throttle will produce a high output. Manifold Absolute Pressure (MAP) is the opposite of what is measured on a vacuum gauge. When manifold pressure is high, vacuum is low. A failure in the MAP sensor circuit should set Diagnostic Trouble Code. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Page 660 Manifold Pressure/Vacuum Sensor: Testing and Inspection Chart C-1D Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Page 661 Manifold Absolute Pressure Sensor Circuit Circuit Description: The Manifold Absolute Pressure (MAP) sensor measures the changes in the intake manifold pressure which result from engine load (intake manifold vacuum) and RPM changes; and converts these into a voltage output. The PCM sends a 5 volt reference voltage to the MAP sensor. As the manifold pressure changed, the output voltage of the sensor also changes. By monitoring the sensor output voltage, the PCM knows the manifold pressure. A lower pressure (low voltage) output voltage will be about 1-2 volts at idle, while higher pressure (high voltage) output voltage will be about 4-4.8 at Wide Open Throttle (WOT). The MAP sensor is also used, under certain conditions, to measure barometric pressure, allowing the PCM to make adjustments for different altitudes. The PCM used the MAP sensor to control fuel delivery and ignition timing Test Description: Number(s) below refer to circled number(s) on the diagnostic chart. Note: Be sure to use the same diagnostic test equipment for all measurements. 1. When comparing Tech 1 scan tool readings to a known good vehicle, it is important to compare vehicles that use a MAP sensor having the same color insert or having the same "Hot Stamped" number. 2. Applying 34 kPa (10" Hg) vacuum to the MAP sensor should cause the voltage to change Subtract second reading from the first. Voltage value should be greater than 1.5 volts. Upon applying vacuum to the sensor, the change in voltage should be instantaneous. A slow voltage change indicates a faulty sensor. 3. Check vacuum hose to sensor for leaking or restriction. Be sure that no other vacuum devices are connected to the MAP hose. Note: Make sure electrical connector remains securely fastened. Diagnostic Aids: Remove the MAP sensor from its bracket and gently twist sensor (by hand only) while observing the MAP display on a scan tool. Make sure electrical connector remains securely fastened. This is a good way to check for intermittent failures. Output fluctuations greater than .1 volt indicate a faulty sensor. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Technical Service Bulletins > Oxygen Sensors - Silica Contamination Oxygen Sensor: Technical Service Bulletins Oxygen Sensors - Silica Contamination Model Year: 1981 Bulletin No: 81-I-37 File In Group: 60 Number: 11 Date: Feb. 81 Subject: Silica Contamination of Oxygen Sensors and Gelation of Oil. Models Affected: All Oxygen sensor performance can deteriorate if certain RTV silicone gasket materials are used. Other RTV's when used with certain oils, may cause gelation of the oil. The degree of performance severity depends on the type of RTV and application of the engine involved. Therefore, when repairing engines where this item is involved, it is important to use either cork composition gaskets or RTV silicone gasket material approved for such use. GMS (General Motors Sealant) or equivalent material can be used. GMS is available through GMPD with the following part numbers: 1052366 3 oz. 1052434 10.14 oz. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Technical Service Bulletins > Page 666 Oxygen Sensor: Specifications Oxygen Sensor 30 ft.lb Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Technical Service Bulletins > Page 667 Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions Oxygen Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 670 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 671 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 672 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 673 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 674 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 675 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 676 Oxygen Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 677 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 678 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 679 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 680 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 681 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 682 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 683 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 684 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 685 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 686 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 687 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 688 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 689 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 690 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 691 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 692 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 693 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 694 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 695 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 696 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 697 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 698 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 699 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 700 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 701 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 702 Oxygen Sensor Circuit Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Page 703 Oxygen Sensor: Description and Operation Exhaust Oxygen Sensor (02) PURPOSE: The oxygen (O2) sensor measures the oxygen content of the exhaust. The ECM monitors the sensor to maintain air/fuel mixture of 14.7 to 1. OPERATION: The oxygen sensor monitors atmospheric air versus exhaust gas oxygen content to produce a voltage output. This voltage ranges from approximately 0.1 volt (high oxygen-lean mixture) to 0.9 volt (low oxygen-rich mixture). By monitoring the oxygen sensor output voltage, the computer can determine the amount of oxygen in the exhaust gas and adjust the air/fuel mixture accordingly, this is known as "CLOSED LOOP" operation. When the sensor is cold it is like an open circuit and produces no voltage below 600°F (315°C). An open sensor circuit or cold sensor causes "OPEN LOOP" operation. The heated oxygen sensor works in the same manner as the non-heated oxygen sensor. The exception is that B+ is supplied to a heating unit that is part of the sensor itself. This heater receives voltage from the generator charging circuit. The heater helps the ECM control the fuel injection sooner for better fuel emissions. There are no malfunction Codes to detect if the heater part of the sensor is working. LOCATION: Exhaust Manifold Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Page 704 Oxygen Sensor: Testing and Inspection VISUAL INSPECTION: ^ Connectors and wires ^ Housing and insulator for cracks/damage ^ Sensor tip for silicone contamination (white powdery coating) PERFORMANCE TEST: Checks working range and response (speed). 1. Warm engine. 2. Install DVOM between sensor and ground (2 volt DC range). 3. Run engine at steady cruise speed (about 2500 rpm). Voltage should vary at least eight times in ten seconds between 0.2 and 0.8 volts (normal range). 4. Drive sensor rich: The use of a properly adjusted propane flow meter (J-26911) is industry standard. Voltage should increase to at least 0.8 volts within two to three seconds. 5. Drive sensor lean: Create a vacuum leak from a source that is not an ECM input or output. Voltage should drop to at least 0.3 volts within two to three seconds. NOTE: After each test the O2 sensor should return to normal operating range within two to three seconds. 6. O2 Sensor should be replaced for failure to pass any of the tests above. NOTE: A CEC system that is operating excessively rich or lean will drive the 02 sensor to its maximum range. The rich or lean condition should be repaired first and not diagnosed as an 02 sensor failure. 7. Reconnect all hoses and electrical connectors. Clear all codes set and retrain idle. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Page 705 Oxygen Sensor: Service and Repair CAUTION: The Oxygen sensor uses a permanently attached pigtail and connector. This pigtail should not be removed from the oxygen sensor. Damage or removal of the pigtail or connector could affect proper operation of the oxygen sensor. ^ Take care when handling the oxygen sensor. The in-line electrical connector and louvered end must be kept free of grease, dirt or other contaminants. Also, avoid using cleaning solvents of any type. DO NOT drop or roughly handle the oxygen sensor. ^ The following procedure should be performed with engine temperature over 120°F otherwise the oxygen sensor may be difficult to remove. REMOVAL: 1. Remove negative battery cable. 2. Disconnect electrical connector. 3. Remove oxygen sensor. NOTE: A special anti-seize compound is used on the oxygen sensor threads. The compound consists of a liquid graphite and glass beads. The graphite will burn away, but the glass beads will remain, making the sensor easier to remove. New or service sensors will already have the compound applied to the threads. If a sensor is removed from an engine, and, if for any reason it is to be reinstalled, the threads must have anti-seize compound applied before reinstallation. INSTALLATION: 1. Coat the threads of the oxygen sensor with anti-seize compound P/N 5613695, or equivalent if necessary. 2. Install the sensor in the engine, and tighten to 41 Nm (30 ft lb). 3. Re-connect the electrical connector. 4. Re-connect the negative battery cable. 5. Before starting engine, perform IDLE LEARN PROCEDURE. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Power Steering Pressure Switch > Component Information > Locations > Component Locations Center Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Power Steering Pressure Switch > Component Information > Locations > Component Locations > Page 710 Center Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Power Steering Pressure Switch > Component Information > Locations > Page 711 Power Steering Pressure Switch: Description and Operation Power Steering Pressure Switch PURPOSE To sense high pressure in the steering box and signal the ECM to adjust the idle speed accordingly. OPERATION The Power Steering Pressure Switch (PSPS) opens during high pressure power steering situations. When the power steering switch is open, power to the A/C relay is shut "OFF," resulting in A/C compressor clutch disengagement. Also, a signal is sent to the ECM. The ECM uses this signal to compensate for the additional engine load by moving the IAC valve. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Power Steering Pressure Switch > Component Information > Locations > Page 712 Power Steering Pressure Switch: Testing and Inspection Chart C-1E Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Power Steering Pressure Switch > Component Information > Locations > Page 713 Power Steering Pressure Switch Circuit Circuit Description: The Power Steering Pressure (PSP) switch is normally open to ground and CKT 495 will be near the battery voltage. Turning the steering wheel increases power steering oil pressure and its load on an idling engine. The pressure switch will close before the load can cause an idle problem. Closing the switch causes CKT 495 to read less than 1 volt. The PCM will increase the idle air rate and disengage the A/C relay. ^ A pressure switch that will not close or an open CKT 495 or 450, may cause the engine to stop when power steering loads are high. ^ A switch that will not open, or a CKT 495 shorted to ground, may affect idle quality and will cause the A/C relay to be de-energized. Test Description: Number(s) below refer to circled number(s) on the diagnostic chart. 1. Different makes of scan tools may display the state of this switch in different ways. Refer to scan tool operator's manual to determine how this input is displayed. 2. Checks to determine if CKT 495 is shorted to ground. 3. This should simulate a closed switch. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Specifications > Electrical Specifications Throttle Position Sensor: Electrical Specifications At Closed Throttle < 0.9 V At Wide Open Throttle 4.7 V Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Specifications > Electrical Specifications > Page 718 Throttle Position Sensor: Mechanical Specifications Throttle Position Sensor 18 in.lb Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Specifications > Page 719 LH Side Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions Throttle Position Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 722 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 723 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 724 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 725 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 726 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 727 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 728 Throttle Position Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 729 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 730 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 731 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 732 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 733 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 734 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 735 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 736 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 737 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 738 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 739 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 740 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 741 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 742 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 743 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 744 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 745 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 746 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 747 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 748 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 749 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 750 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 751 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 752 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 753 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 754 Throttle Position Sensor Circuit Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Page 755 Throttle Position Sensor: Description and Operation Throttle Position Sensor (TPS) PURPOSE: The Throttle Position Sensor (TPS) is a potentiometer that senses throttle angle and sends a signal to the ECM. This input to the ECM is used to control the fuel system on acceleration and deceleration. OPERATION: The TPS has three internal circuits. One to ground, a second from the ECM as a 5.0 volt reference source and a third circuit is used by the ECM to measure the output voltage. As the throttle angle changes (pressing down on accelerator pedal) the TPS voltage output varies from about .5 volt at idle to about 4.9 volts at wide open throttle (WOT). LOCATION: Side of throttle body opposite of throttle lever. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Page 756 Throttle Position Sensor: Adjustments N/A: TPS is not adjustable on this engine. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Page 757 Throttle Position Sensor: Service and Repair Throttle Position Sensor Typical Throttle Body Assembly REMOVAL: 1. Disconnect the Throttle Position Sensor electrical connector. 2. Remove the Throttle Position Sensor mounting screws. 3. Remove the Throttle Position Sensor. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Page 758 NOTE: The Throttle Position Sensor (TPS) is an electrical component and must not be soaked in any liquid cleaner or solvent, damage may result. INSTALLATION: 1. With the throttle valve closed, position the Throttle Position Sensor on the throttle shaft, then align the screw holes. 2. Install the Throttle Position Sensor screws and tighten to 2.0 N-m (18 lb. in.). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Switch > Component Information > Locations LH Side Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Component Locations LH Rear Of Engine Compartment (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Component Locations > Page 766 LH Rear Of Engine Compartment (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Page 767 Harness Connector Faces: Park/Neutral Position Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Page 768 Transmission Position Switch/Sensor: Description and Operation Park/Neutral Switch (Auto. Trans) PURPOSE: The PARK/NEUTRAL (P/N) switch indicates to the computer when the transmission is in PARK or NEUTRAL. This information is used by the ECM for Idle Air Control (IAC), Torque Converter Clutch (TCC) and Exhaust Gas Recirculation (EGR) operation. OPERATION: The P/N switch contacts are a part of the neutral switch and are closed to ground in park or neutral and open in drive ranges and reverse. The ECM supplies ignition voltage through a current limiting resistor to the switch and senses a closed circuit when voltage drops to less than 1 volt. NOTE: DO NOT drive the vehicle with the PARK/NEUTRAL switch disconnected, since idle quality may be affected. LOCATION: Top of transaxle. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Page 769 Transmission Position Switch/Sensor: Testing and Inspection Chart C-1A Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Page 770 Park/Neutral Position Switch Circuit Circuit Description: The Park/Neutral Position (PNP) switch contacts shown are a part of the Park/Neutral position switch and are closed to ground in park or neutral, and open in drive ranges. The PCM supplies ignition voltage through a pull up resistor to CKT 434 and senses a closed switch when the voltage on CKT 434 drops to less than one volt. The PCM uses the PNP signal as one of the inputs to control: ^ Idle speed. ^ VSS diagnostics. ^ EGR. If CKT 434 indicates PNP (grounded), while in drive range, the EGR would be inoperative, resulting in possible detonation. If CKT 434 indicates drive (open) a sag in the idle may occur when the gear selector is moved into drive range. Test Description: Number(s) below refer to circled number(s) on the diagnostic chart. 1. Checks for a closed switch to ground in park position. Different makes of scan toots will display the PNP switch differently. Refer to tool operator's manual for type of display used for a specific tool. 2. Checks for an open switch in drive range. 3. Be sure Tech 1 scan tool indicates drive, even while wiggling shifter, to test for an intermittent or misadjusted switch in drive range. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Locations > Component Locations Vehicle Speed Sensor: Component Locations LH Rear Of Engine Compartment (Manual) RH Rear Of Engine Compartment (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Locations > Component Locations > Page 775 Vehicle Speed Sensor: Connector Locations LH Rear Of Engine Compartment (Manual) RH Rear Of Engine Compartment (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Locations > Page 776 Vehicle Speed Sensor: Description and Operation The Vehicle Speed Sensor is a gear-driven Permanent Magnet Generator housed in the vehicle's transaxle. This sensor generates a sine wave output with a frequency proportional to vehicle speed. The Engine Control Module (ECM) converts this signal to an output that is switched to ground at a frequency of 4000 pulses per mile at the DK GRN (389) wire output. This output is pulled up to 5 volts or greater by the components that use these speed signals as input. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures Symptom Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 779 Vehicle Speed Sensor: Component Tests and General Diagnostics Test A: Speedometer Is Inaccurate 1. Connect a Scan Tool to the DLC Connector. Drive the vehicle. Observe the Speedometer and compare it to the vehicle speed shown on the Scan Tool. ^ If both the Speedometer and Scan Tool display the same approximate speed, check for correct tire size, ECM MEM-CAL and Vehicle Speed Sensor. ^ If the Scan Tool and Speedometer do not display the same approximate speed, replace or exchange the Instrument Cluster (Refer to Instrument Panel, Gauges and Warning Indicators). ALTERNATE TEST ^ If the Kent Moore Tool J 38522 is available, do the following test. 2. Connect a Scan Tool to the DLC connector. Disconnect the Vehicle Speed Sensor connector. Connect a lead between the J 38522 vehicle speed generator's red output terminal and the Vehicle Speed Sensor connector terminal A (LT BLU). Connect a lead between the J 38522 generator's black output and terminal B (DK GRN/WHT). Plug the generator into the Cigar Lighter. Select 30 V P-P sine wave and set the frequency at 600hz. Observe the Speedometer and compare to the vehicle speed shown on the Scan Tool. ^ If both the Speedometer and Scan Tool display the same approximate speed, check for correct tire size, ECM MEM-CAL and Vehicle Speed Sensor. ^ If the Scan Tool and Speedometer do not display the same approximate speed, replace or exchange the Instrument Cluster (Refer to Instrument Panel, Gauges and Warning Indicators). See: Instrument Panel, Gauges and Warning Indicators Test B: Speed Signal Test Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 780 Test C: Speed Out Put Test Speed Signal Test The Vehicle Speed Sensor is a gear-driven Permanent Magnet Generator housed in the vehicle's transaxle. This sensor generates a sine wave output with a frequency proportional to vehicle speed. The Engine Control Module (ECM) converts this signal to an output that is switched to ground at a frequency of 4000 pulses per mile at the DK GRN (389) wire output. This output is pulled up to 5 volts or greater by the components that use these speed signals as input. System Diagnosis ^ If referred here from Cruise Control, do Test B. See: Diagnostic Tests/Test B: Speed Signal Test ^ Refer to Symptom Table for listed symptoms and refer Diagnostic Tests for Diagnostic procedures. See: Symptom Related Diagnostic Procedures See: Diagnostic Tests Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Oil Pressure Switch (For Fuel Pump) > Component Information > Locations > Fuel Pump Switch/Oil Pressure Sender/Switch Oil Pressure Switch (For Fuel Pump): Locations Fuel Pump Switch/Oil Pressure Sender/Switch RH Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Oil Pressure Switch (For Fuel Pump) > Component Information > Locations > Fuel Pump Switch/Oil Pressure Sender/Switch > Page 786 RH Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Oil Pressure Switch (For Fuel Pump) > Component Information > Locations > Fuel Pump Switch/Oil Pressure Sender/Switch > Page 787 Fuel Pump / Oil Pressure Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Oil Pressure Switch (For Fuel Pump) > Component Information > Locations > Page 788 Harness Connector Faces: Fuel Pump Switch/Oil Pressure Sender/Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Specifications > Electrical Specifications Throttle Position Sensor: Electrical Specifications At Closed Throttle < 0.9 V At Wide Open Throttle 4.7 V Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Specifications > Electrical Specifications > Page 793 Throttle Position Sensor: Mechanical Specifications Throttle Position Sensor 18 in.lb Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Specifications > Page 794 LH Side Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions Throttle Position Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 797 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 798 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 799 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 800 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 801 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 802 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 803 Throttle Position Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 804 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 805 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 806 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 807 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 808 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 809 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 810 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 811 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 812 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 813 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 814 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 815 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 816 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 817 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 818 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 819 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 820 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 821 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 822 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 823 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 824 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 825 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 826 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 827 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 828 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 829 Throttle Position Sensor Circuit Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Page 830 Throttle Position Sensor: Description and Operation Throttle Position Sensor (TPS) PURPOSE: The Throttle Position Sensor (TPS) is a potentiometer that senses throttle angle and sends a signal to the ECM. This input to the ECM is used to control the fuel system on acceleration and deceleration. OPERATION: The TPS has three internal circuits. One to ground, a second from the ECM as a 5.0 volt reference source and a third circuit is used by the ECM to measure the output voltage. As the throttle angle changes (pressing down on accelerator pedal) the TPS voltage output varies from about .5 volt at idle to about 4.9 volts at wide open throttle (WOT). LOCATION: Side of throttle body opposite of throttle lever. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Page 831 Throttle Position Sensor: Adjustments N/A: TPS is not adjustable on this engine. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Page 832 Throttle Position Sensor: Service and Repair Throttle Position Sensor Typical Throttle Body Assembly REMOVAL: 1. Disconnect the Throttle Position Sensor electrical connector. 2. Remove the Throttle Position Sensor mounting screws. 3. Remove the Throttle Position Sensor. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Page 833 NOTE: The Throttle Position Sensor (TPS) is an electrical component and must not be soaked in any liquid cleaner or solvent, damage may result. INSTALLATION: 1. With the throttle valve closed, position the Throttle Position Sensor on the throttle shaft, then align the screw holes. 2. Install the Throttle Position Sensor screws and tighten to 2.0 N-m (18 lb. in.). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Switch > Component Information > Locations LH Side Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Locations Crankshaft Position Sensor: Locations Crankshaft Position Sensor RH rear of engine, on exhaust manifold Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Locations > Page 841 Crankshaft Position Sensor: Description and Operation Typical DIS Crankshaft Sensor PURPOSE: The crankshaft sensor provides a signal through the Direct Ignition (DI), which the ECM uses as reference to calculate rpm and crankshaft position. OPERATION: This sensor protrudes into the block, within approximately .050" of the engine crankshaft reluctor. The reluctor is a special wheel cast into the crankshaft with seven slots cast into it, six of which are evenly spaced 60° apart. A seventh slot is spaced 10° from one of the other slots and serves to generate a "sync pulse." As the reluctor rotates as part of the crankshaft, the slots change the magnetic field of the sensor, creating an induced voltage pulse. Based on the crank sensor pulses, the ignition module sends reference signals to the ECM which are used to indicate crankshaft position and engine speed. LOCATION: This sensor is mounted remotely from the ignition module, right hand side of engine, at the end of the crank shaft. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Locations > Page 842 Crankshaft Position Sensor: Service and Repair Crankshaft Position Sensor Remove or Disconnect 1. Sensor harness connector. 2. Sensor to block bolt. 3. Sensor from engine. Inspect ^ Sensor O-ring for wear, cracks or leakage. Replace if necessary. Lube new O-ring with engine oil before installing. Install or Connect 1. Sensor into hole in block. 2. Sensor to block bolt. ^ Torque to 8 N.m (71 lb. in.). 3. Sensor harness connector. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Locations > Component Locations Knock Sensor: Component Locations LH Rear Of Engine Compartment (Manual) RH Rear Of Engine Compartment (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Locations > Component Locations > Page 847 LH Rear Of Engine Compartment (Manual) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Locations > Page 848 Knock Sensor: Description and Operation PURPOSE: The knock sensor is used to detect engine detonation (ping). The ECM will retard the electronic spark timing based on the signal received. OPERATION: The knock sensor detects abnormal vibration in the engine. Then, the knock sensor produces an AC signal which increases with the severity of the knock. The ECM reads this signal and retards the timing until the knock is stopped. LOCATION: Engine block near the cylinders. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Locations > Page 849 Knock Sensor: Testing and Inspection Chart C-5 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Locations > Page 850 Knock Sensor Circuit Circuit Description: The Knock Sensor (KS) is used to detect engine detonation and the PCM will retard the ignition control timing based on the signal being received. The circuitry, within the knock sensor, causes the PCMs 5 volts to be pulled down so that under a no knock condition, CKT 496 would measure about 2.5 volts. The knock sensor produces an AC signal, which rides on the 2.5 volts DC voltage. The amplitude and frequency are dependent upon the knock level. The EPROM used with this engine contains the functions which were part of remotely mounted knock sensor modules used on other GM vehicles. The knock sensor portion of the EPROM then sends a signal to other parts of the PCM which adjusts the spark timing to retard the spark and reduce the detonation. Test Description: Number(s) below refer to circled number(s) on the diagnostic chart. 1. With engine idling, there should not be a knock signal present at the PCM, because detonation is not likely under a no load condition. 2. Tapping on the engine lift bracket should simulate a knock signal to determine if the sensor is capable of detecting detonation. If no knock is detected, try tapping on engine block closer to sensor before replacing sensor. 3. If the engine has an internal problem which is creating a knock, the knock sensor may be responding to the internal failure. 4. This test determines if the knock sensor is faulty or if the KS portion of the EPROM is faulty. If it is determined that the EPROM is faulty, be sure that it is properly installed and latched into place. If not properly installed, repair and retest. Diagnostic Aids: While observing knock signal on the Tech 1 scan tool, there should be an indication that knock is present, when detonation can be heard. Detonation is most likely to occur under high engine load conditions. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Restraint Systems > Discriminating Sensors and Arming Sensors <--> [Impact Sensor] > Component Information > Description and Operation Discriminating Sensors and Arming Sensors: Description and Operation DESCRIPTION The discriminating and arming sensors are used by the SIR system to determine whether or not certain frontal crashes require deployment of the air bags. OPERATION The sensor consists of a sensing element, normally open switch contacts and a diagnostic resistor. The sensing element closes the switch contacts when the vehicle velocity changes are severe enough to warrant air bag deployment. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Restraint Systems > Discriminating Sensors and Arming Sensors <--> [Impact Sensor] > Component Information > Description and Operation > Page 855 Discriminating Sensors and Arming Sensors: Service and Repair WARNING: The diagnostic energy reserve module or sensing and diagnostic module (DERM/SDM) can maintain enough voltage to cause air bag deployment for up to two minutes after the ignition switch is turned off and the battery is disconnected. Servicing the SIR system during this period may result in accidental deployment and personal injury. 1. Disarm system as described in Air Bag System Disarming & Arming. 2. Remove Connector Position Assurance (CPA), then disconnect sensor electrical connector. 3. Remove sensor attaching bolts, then the sensor from vehicle. 4. Reverse procedure to install, noting the following: a. Install sensor with arrow pointed toward front of vehicle. b. After completing installation, rearm system as described in Air Bag System Disarming & Arming. c. Turn ignition switch on and verify that the AIR BAG or SIR warning lamp flashes seven to nine times and then turns off. If lamp does not respond as specified, refer to System Diagnosis. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Restraint Systems > Seat Belt Buckle Switch > Component Information > Locations Seat Belt Buckle Switch: Locations Seat Belt Switch is located at the Part of LH front Seat Belt Buckle Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Restraint Systems > Seat Occupant Sensor > Component Information > Technical Service Bulletins > Restraints - Passenger Presence System Information Seat Occupant Sensor: Technical Service Bulletins Restraints - Passenger Presence System Information INFORMATION Bulletin No.: 06-08-50-009F Date: December 23, 2010 Subject: Information on Passenger Presence Sensing System (PPS or PSS) Concerns With Custom Upholstery, Accessory Seat Heaters or Other Comfort Enhancing Devices Models: 2011 and Prior GM Passenger Cars and Trucks Equipped with Passenger Presence Sensing System Supercede: This bulletin is being revised to update the model years. Please discard Corporate Bulletin Number 06-08-50-009E (Section 08 - Body and Accessories). Concerns About Safety and Alterations to the Front Passenger Seat Important ON A GM VEHICLE EQUIPPED WITH A PASSENGER SENSING SYSTEM, USE THE SEAT COVERS AND OTHER SEAT-RELATED EQUIPMENT AS RELEASED BY GM FOR THAT VEHICLE. DO NOT ALTER THE SEAT COVERS OR SEAT-RELATED EQUIPMENT. ANY ALTERATIONS TO SEAT COVERS OR GM ACCESSORIES DEFEATS THE INTENDED DESIGN OF THE SYSTEM. GM WILL NOT BE LIABLE FOR ANY PROBLEMS CAUSED BY USE OF SUCH IMPROPER SEAT ALTERATIONS, INCLUDING ANY WARRANTY REPAIRS INCURRED. The front passenger seat in many GM vehicles is equipped with a passenger sensing system that will turn off the right front passenger's frontal airbag under certain conditions, such as when an infant or child seat is present. In some vehicles, the passenger sensing system will also turn off the right front passenger's seat mounted side impact airbag. For the system to function properly, sensors are used in the seat to detect the presence of a properly-seated occupant. The passenger sensing system may not operate properly if the original seat trim is replaced (1) by non-GM covers, upholstery or trim, or (2) by GM covers, upholstery or trim designed for a different vehicle or (3) by GM covers, upholstery or trim that has been altered by a trim shop, or (4) if any object, such as an aftermarket seat heater or a comfort enhancing pad or device is installed under the seat fabric or between the occupant and the seat fabric. Aftermarket Seat Heaters, Custom Upholstery, and Comfort Enhancing Pads or Devices Important ON A GM VEHICLE EQUIPPED WITH A PASSENGER SENSING SYSTEM, USE ONLY SEAT COVERS AND OTHER SEAT-RELATED EQUIPMENT RELEASED AS GM ACCESSORIES FOR THAT VEHICLE. DO NOT USE ANY OTHER TYPE OF SEAT COVERS OR SEAT-RELATED EQUIPMENT, OR GM ACCESSORIES RELEASED FOR OTHER VEHICLE APPLICATIONS. GM WILL NOT BE LIABLE FOR ANY PROBLEMS CAUSED BY USE OF SUCH IMPROPER SEAT ACCESSORIES, INCLUDING ANY WARRANTY REPAIRS MADE NECESSARY BY SUCH USE. Many types of aftermarket accessories are available to customers, upfitting shops, and dealers. Some of these devices sit on top of, or are Velcro(R) strapped to the seat while others such as seat heaters are installed under the seat fabric. Additionally, seat covers made of leather or other materials may have different padding thickness installed that could prevent the Passenger Sensing System from functioning properly. Never alter the vehicle seats. Never add pads or other devices to the seat cushion, as this may interfere with the operation of the Passenger Sensing System and either prevent proper deployment of the passenger airbag or prevent proper suppression of the passenger air bag. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Clutch Switch > Component Information > Locations > Component Locations Below LH Side Of I/P (Manual) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Clutch Switch > Component Information > Locations > Component Locations > Page 868 Below LH Side Of I/P (Manual) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Clutch Switch > Component Information > Locations > Page 869 Clutch Switch: Service and Repair 1. Disconnect clutch switch electrical connector. 2. Remove clutch bracket and switch attaching nuts, then remove switch. 3. Reverse procedure to install. Torque switch attaching nuts to 53 inch lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions Neutral Safety Switch: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 874 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 875 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 876 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 877 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 878 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 879 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 880 Neutral Safety Switch: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 881 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 882 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 883 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 884 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 885 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 886 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 887 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 888 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 889 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 890 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 891 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 892 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 893 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 894 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 895 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 896 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 897 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 898 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 899 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 900 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 901 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 902 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 903 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 904 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 905 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Page 906 Neutral Safety Switch: Description and Operation Fig. 6 Back-up Light/Neutral Start Switch Replacement On vehicles equipped with automatic transmission, the neutral start and back-up light switches are combined into one unit and must be replaced as an assembly. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Page 907 Neutral Safety Switch: Service and Repair Fig. 6 Back-up Light/Neutral Start Switch Replacement NOTE: On vehicles equipped with automatic transmission, the neutral start and back-up light switches are combined into one unit and must be replaced as an assembly. 1. Disconnect battery ground cable and shift linkage. 2. Disconnect electrical connector from switch. 3. Remove switch mounting bolts, then switch assembly, Fig. 6. 4. If same switch is to be reinstalled, proceed as follows: a. Place shift shaft in Neutral position. b. Align flats of shift shaft with switch, then install switch. c. Loosely install mounting bolts. d. Insert gauge pin, Fig. 6, in service adjustment hole and rotate switch until pin drops in to a depth of 9 mm (9/64 inch). e. Torque mounting bolts to 18 ft. lbs. 5. If a new switch is to be installed, proceed as follows: a. Place shift shaft in Neutral position. b. Align flats of shift shaft with switch, then install switch. c. If bolt holes do not align with mounting boss on transaxle, verify shift shaft is in Neutral position, do not rotate switch. Switch is pinned in Neutral position. If switch has been rotated and the pin broken, use procedure outlined in step 4. d. Torque mounting bolts to 18 ft. lbs. 6. Verify engine will only start in Park or Neutral positions. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Steering and Suspension > Sensors and Switches - Steering > Power Steering Pressure Switch > Component Information > Locations > Component Locations Center Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Steering and Suspension > Sensors and Switches - Steering > Power Steering Pressure Switch > Component Information > Locations > Component Locations > Page 914 Center Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Steering and Suspension > Sensors and Switches - Steering > Power Steering Pressure Switch > Component Information > Locations > Page 915 Power Steering Pressure Switch: Description and Operation Power Steering Pressure Switch PURPOSE To sense high pressure in the steering box and signal the ECM to adjust the idle speed accordingly. OPERATION The Power Steering Pressure Switch (PSPS) opens during high pressure power steering situations. When the power steering switch is open, power to the A/C relay is shut "OFF," resulting in A/C compressor clutch disengagement. Also, a signal is sent to the ECM. The ECM uses this signal to compensate for the additional engine load by moving the IAC valve. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Steering and Suspension > Sensors and Switches - Steering > Power Steering Pressure Switch > Component Information > Locations > Page 916 Power Steering Pressure Switch: Testing and Inspection Chart C-1E Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Steering and Suspension > Sensors and Switches - Steering > Power Steering Pressure Switch > Component Information > Locations > Page 917 Power Steering Pressure Switch Circuit Circuit Description: The Power Steering Pressure (PSP) switch is normally open to ground and CKT 495 will be near the battery voltage. Turning the steering wheel increases power steering oil pressure and its load on an idling engine. The pressure switch will close before the load can cause an idle problem. Closing the switch causes CKT 495 to read less than 1 volt. The PCM will increase the idle air rate and disengage the A/C relay. ^ A pressure switch that will not close or an open CKT 495 or 450, may cause the engine to stop when power steering loads are high. ^ A switch that will not open, or a CKT 495 shorted to ground, may affect idle quality and will cause the A/C relay to be de-energized. Test Description: Number(s) below refer to circled number(s) on the diagnostic chart. 1. Different makes of scan tools may display the state of this switch in different ways. Refer to scan tool operator's manual to determine how this input is displayed. 2. Checks to determine if CKT 495 is shorted to ground. 3. This should simulate a closed switch. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Brake Switch - TCC > Component Information > Locations > Component Locations Brake Switch - TCC: Component Locations Below LH Side Of I/P (Manual) Below LH Side Of I/P (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Brake Switch - TCC > Component Information > Locations > Component Locations > Page 924 Brake Switch - TCC: Connector Locations Below LH Side Of I/P (Automatic) Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Brake Switch - TCC > Component Information > Locations > Page 925 Harness Connector Faces: Brake Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Fluid Pressure Sensor/Switch, A/T > Component Information > Specifications Fluid Pressure Sensor/Switch: Specifications Pressure Switch ................................................................................................................................... .................................................................... 8 Ft. Lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Component Locations LH Rear Of Engine Compartment (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Component Locations > Page 933 LH Rear Of Engine Compartment (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Page 934 Harness Connector Faces: Park/Neutral Position Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Page 935 Transmission Position Switch/Sensor: Description and Operation Park/Neutral Switch (Auto. Trans) PURPOSE: The PARK/NEUTRAL (P/N) switch indicates to the computer when the transmission is in PARK or NEUTRAL. This information is used by the ECM for Idle Air Control (IAC), Torque Converter Clutch (TCC) and Exhaust Gas Recirculation (EGR) operation. OPERATION: The P/N switch contacts are a part of the neutral switch and are closed to ground in park or neutral and open in drive ranges and reverse. The ECM supplies ignition voltage through a current limiting resistor to the switch and senses a closed circuit when voltage drops to less than 1 volt. NOTE: DO NOT drive the vehicle with the PARK/NEUTRAL switch disconnected, since idle quality may be affected. LOCATION: Top of transaxle. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Page 936 Transmission Position Switch/Sensor: Testing and Inspection Chart C-1A Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Page 937 Park/Neutral Position Switch Circuit Circuit Description: The Park/Neutral Position (PNP) switch contacts shown are a part of the Park/Neutral position switch and are closed to ground in park or neutral, and open in drive ranges. The PCM supplies ignition voltage through a pull up resistor to CKT 434 and senses a closed switch when the voltage on CKT 434 drops to less than one volt. The PCM uses the PNP signal as one of the inputs to control: ^ Idle speed. ^ VSS diagnostics. ^ EGR. If CKT 434 indicates PNP (grounded), while in drive range, the EGR would be inoperative, resulting in possible detonation. If CKT 434 indicates drive (open) a sag in the idle may occur when the gear selector is moved into drive range. Test Description: Number(s) below refer to circled number(s) on the diagnostic chart. 1. Checks for a closed switch to ground in park position. Different makes of scan toots will display the PNP switch differently. Refer to tool operator's manual for type of display used for a specific tool. 2. Checks for an open switch in drive range. 3. Be sure Tech 1 scan tool indicates drive, even while wiggling shifter, to test for an intermittent or misadjusted switch in drive range. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Windows and Glass > Power Window Switch > Component Information > Locations > Coupe Center Of Console (Coupe) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Windows and Glass > Power Window Switch > Component Information > Locations > Coupe > Page 943 Power Window Switch: Locations Station Wagon and Sedan Center Of Console (Sedan Shown, Station Wagon Similar) Center Of Console (Sedan Shown, Station Wagon Similar) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Windows and Glass > Power Window Switch > Component Information > Locations > Page 944 Power Window Switch: Diagrams Harness Connector Faces: Console Window Switch- C1 (All Except Coupe) Harness Connector Faces: Console Window Switch- C2 (All Except Coupe) Harness Connector Faces: Console Window Switch- C1 (All Except Coupe) (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Windows and Glass > Power Window Switch > Component Information > Locations > Page 945 Harness Connector Faces: Console Window Switch- C2 (All Except Coupe) (Description) Harness Connector Faces: Console Window Switch (Coupe) Harness Connector Faces: LH Rear Window Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Windows and Glass > Power Window Switch > Component Information > Locations > Page 946 Harness Connector Faces: RH Rear Window Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Wiper and Washer Systems > Windshield Washer Switch > Component Information > Locations > Component Locations LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Wiper and Washer Systems > Windshield Washer Switch > Component Information > Locations > Component Locations > Page 952 LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Wiper and Washer Systems > Wiper Switch > Component Information > Service and Repair Wiper Switch: Service and Repair Fig. 13 Wiper Switch Removal WARNING: On models equipped with Airbags, Refer to Air Bags (Supplemental Restraint Systems) Service and Repair Disarming procedures before performing any repair. See: Restraint Systems/Air Bag Systems/Service and Repair 1. Disconnect battery ground cable. 2. Remove horn pad and steering wheel. Refer to Steering and Suspension / Steering / Steering Wheel. See: Steering and Suspension/Steering/Steering Wheel/Service and Repair 3. Remove tilt lever from column, if equipped, Fig. 13. 4. Remove upper and lower steering column covers. 5. Remove dampener assembly, then the headlight switch assembly. 6. Remove windshield wiper switch assembly. 7. Reverse procedure to install. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Technical Service Bulletins > Customer Interest: > 333213 > Nov > 93 > Alignment - Vehicle May Lead or Pull Alignment: Customer Interest Alignment - Vehicle May Lead or Pull Group Ref.: Steering/Suspension Bulletin No.: 333213 Date: November, 1993 SUBJECT: VEHICLE MAY LEAD OR PULL (DIAGNOSE/SERVICE PROCEDURE) MODELS: 1992-94 BUICK SKYLARK 1992-94 CHEVROLET CAVALIER, CORSICA AND BERETTA 1992-94 OLDSMOBILE ACHIEVA 1992-94 PONTIAC SUNBIRD AND GRAND AM CONDITION: Some owners may experience that the vehicle may lead or pull. CORRECTION: DO NOT replace the steering gear to fix a lead or pull on 1993-94 vehicles as this will not solve the problem. It may temporarily mask the problem due to the higher internal friction in the new gear. However, the condition will resurface when the gear is worn in with mileage. On 1992-94 vehicles, the following procedure should be followed for lead and pull conditions: - Consult J/L/N lead/pull Corporate Bulletin # 073002. Previous divisional publication numbers were: Chevrolet 92-5O-3B Pontiac 92-3-3 Oldsmobile 92-T-20 GM of Canada 92-3-110 - Consult J/L/N memory steer Corporate Bulletin # 233303R. Previous divisional publication numbers were: Chevrolet 93-171-3B Buick 93-3-8 Pontiac 93-3-10 Oldsmobile 93-T-60 GM of Canada 93-3C-102 If the problem still exists, check system flows and pressures using gauge J 5176-D or J 25323-B. System flow should be 1.9 gpm - 2.3 gpm, back pressure at or less than 100 psi with wheels straight ahead and the engine at idle. If flows or pressures are out of specification, look for pinched or crimped steering hoses and check for blockages by blowing air through the steering lines. If problem still exists for 1992 V-6 vehicles only, evaluate vehicle for steering system induced lead/pull by coasting with vehicle in neutral and engine off. Restart the vehicle. A steering induced lead/pull will result in a significant, abrupt pull to the right. If this occurs, remove power steering cooler lines from the steering system, (refer to Section 3B in the Service Manual). Use the following hoses to connect directly from the steering gear to the pump reservoir inlet tube. 1. LHO engine (VIN T): Power steering cooler by-pass hose # 26038210 2. LG7 engine (VIN N): Power steering cooler by-pass hose # 26031205 If problem still persists on 1992 vehicles only, steering gear replacement can be attempted. 1993-94 vehicles have updated steering racks and should not require replacement for lead/pull conditions. Also on 1993-94 vehicles, there are no cooler lines; therefore, the above by-pass hoses do not apply. This is the latest information which should resolve any lead/pull conditions. Parts are expected to be available on November 8, 1993. WARRANTY INFORMATION: For vehicles repaired under warranty, use: Labor Operation Number: T3385 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Technical Service Bulletins > Customer Interest: > 333213 > Nov > 93 > Alignment - Vehicle May Lead or Pull > Page 965 Labor Time: 0.6 hr. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Technical Service Bulletins > All Technical Service Bulletins for Alignment: > 05-03-07-009C > Dec > 10 > Steering/Suspension - Wheel Alignment Specifications Alignment: All Technical Service Bulletins Steering/Suspension - Wheel Alignment Specifications WARRANTY ADMINISTRATION Bulletin No.: 05-03-07-009C Date: December 09, 2010 Subject: Wheel Alignment Specifications, Requirements and Recommendations for GM Vehicles Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks Supercede: This bulletin is being extensively revised to provide technicians and warranty administrators with an all inclusive guide for wheel alignments. PLEASE FAMILIARIZE YOURSELF WITH THESE UPDATES BEFORE PERFORMING YOUR NEXT GM WHEEL ALIGNMENT SERVICE. Please discard Corporate Bulletin Number 05-03-07-009B (Section 03 - Suspension). Purpose The purpose of this bulletin is to provide retail, wholesale and fleet personnel with General Motors' warranty service requirements and recommendations for customer concerns related to wheel alignment. For your convenience, this bulletin updates and centralizes all of GM's Standard Wheel Alignment Service Procedures, Policy Guidelines and bulletins on wheel alignment warranty service. Important PLEASE FAMILIARIZE YOURSELF WITH THESE UPDATES BEFORE PERFORMING YOUR NEXT GM WHEEL ALIGNMENT SERVICE. The following five (5) key steps are a summary of this bulletin and are REQUIRED in completing a successful wheel alignment service. 1. Verify the vehicle is in an Original Equipment condition for curb weight, tires, wheels, suspension and steering configurations. Vehicles modified in any of these areas are not covered for wheel alignment warranty. 2. Review the customer concern relative to "Normal Operation" definitions. 3. Verify that vehicle is within the "Mileage Policy" range. 4. Document wheel alignment warranty claims appropriately for labor operations E2000 and E2020. The following information must be documented or attached to the repair order: - Customer concern in detail - What corrected the customer concern? - If a wheel alignment is performed: - Consult SI for proper specifications. - Document the "Before" AND "After" wheel alignment measurements/settings. - Completed "Wheel Alignment Repair Order Questionnaire" (form attached to this bulletin) 5. Use the proper wheel alignment equipment (preferred with print-out capability), process and the appropriate calibration maintenance schedules. Important If it is determined that a wheel alignment is necessary under warranty, use the proper labor code for the repair. E2000 for Steering Wheel Angle and/or Front Toe set or E2020 for Wheel Alignment Check/Adjust includes Caster, Camber and Toe set (Wheel alignment labor time for other component repairs is to be charged to the component that causes a wheel alignment operation.). The following flowchart is to help summarize the information detailed in this bulletin and should be used whenever a wheel alignment is performed. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Technical Service Bulletins > All Technical Service Bulletins for Alignment: > 05-03-07-009C > Dec > 10 > Steering/Suspension - Wheel Alignment Specifications > Page 971 Verify Original Equipment Condition of the Vehicle - Verify that Original Equipment Tires and Wheels or Official GM Accessory Tires and Wheels are on the vehicle. - Verify that aftermarket suspension "Lift" or "Lowering" Kits or other suspension alterations have NOT been done to the vehicle. - Check for accidental damage to the vehicle; for example, severe pothole or curb impacts, collision damage that may have affected the wheel alignment of the vehicle; e.g., engine cradles, suspension control arms, axles, wheels, wheel covers, tires may show evidence of damage/impact. - Check to be sure vehicle has seen "Normal Use" rather than abuse; e.g., very aggressive driving may show up by looking at the tires and condition of the vehicle. - Check for other additional equipment items that may significantly affect vehicle mass such as large tool boxes, campers, snow plow packages (without the snowplow RPO), etc., especially in trucks and cutaway/incomplete vehicles. Significant additional mass can affect trim height and wheel alignment of the vehicle and may necessitate a customer pay wheel alignment when placed semi-permanently in the vehicle (Upfitter instructions are to realign the vehicle after placement of these types of items. (This typically applies to trucks and incomplete vehicles that can be upfit with equipment such as the above.) Customer Concerns, "Normal Operation" Conditions and "Mileage Policy" Possible Concerns The following are typical conditions that may require wheel alignment warranty service: 1. Lead/Pull: defined as "at a constant highway speed on a typical straight road, the amount of effort required at the steering wheel to maintain the vehicle's straight heading." Important Please evaluate for the condition with hands-on the steering wheel. Follow the "Vehicle Leads/Pulls" diagnostic tree located in SI to determine the cause of a lead/pull concern. Lead/Pull concerns can be due to road crown or road slope, tires, wheel alignment or even in rare circumstances a steering gear issue. Lead/pull concerns due to road crown are considered "Normal Operation" and are NOT a warrantable condition -- the customer should be advised that this is "Normal Operation." Important Some customers may comment on a "Lead/Pull" when they hold the steering wheel in a level condition. If so, this is more likely a "steering wheel angle" concern because the customer is "steering" the vehicle to obtain a "level" steering wheel. 2. Steering wheel angle to the left or right (counter-clockwise or clockwise, respectively): Defined as the steering wheel angle (clocking) deviation from "level" while maintaining a straight heading on a typical straight road. 3. Irregular or Premature tire wear: Slight to very slight "feathering" or "edge" wear on the shoulders of tires is NOT considered unusual and should even out with a tire rotation; if the customer is concerned about a "feathering" condition of the tires, the customer could be advised to rotate the tires earlier than the next scheduled mileage/maintenance interval (but no later than the next interval). Be sure to understand the customer's driving habits as this will also heavily influence the tire wear performance; tire wear from aggressive or abusive driving habits is NOT a warrantable condition. Important Slight or mild feathering, cupping, edge or heel/toe wear of tire tread shoulders is "normal" and can show up very early in a tire/vehicle service mileage; in fact, some new tires can show evidence of feathering from the factory. These issues do NOT affect the overall performance and tread life of the tire. Dealer personnel should always check the customer's maintenance records to ensure that tire inflation pressure is being maintained to placard and that the tires are being rotated (modified-X pattern) at the proper mileage intervals. Wheel alignments are NOT to be performed for the types of "Normal" Tire Feathering shown in Figures 1-4 below. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Technical Service Bulletins > All Technical Service Bulletins for Alignment: > 05-03-07-009C > Dec > 10 > Steering/Suspension - Wheel Alignment Specifications > Page 972 Figure 1: Full Tread View - "NORMAL" Tire "Feathering" Wear on the Shoulder/Adjacent/Center Ribs Figure 2: Tire Shoulder View Example 1 - "NORMAL" Tire "Feathering" Wear on the Shoulder Figure 3: Tire Shoulder View Example 2 - "NORMAL" Tire "Feathering" Wear Figure 4: Detail Side View of Tire Shoulder Area - "NORMAL" Tire "Feathering" Wear Important When a wheel alignment is deemed necessary for tire wear, be sure to document on the repair order, in as much detail as possible, the severity and type of tire wear (e.g., severe center wear or severe inside or outside shoulder wear) and the position of the tire on the vehicle (RF, LF, LR, RR). Please note the customer's concern with the wear such as, noise, appearance, wear life, etc. A field product report with pictures of the tire wear condition is recommended. Refer to Corporate Bulletin Number 02-00-89-002J and #07-00-89-036C. 4. Other repairs that affect wheel alignment; e.g., certain component replacement such as suspension control arm replacement, engine cradle adjustment/replace, steering gear replacement, steering tie rod replace, suspension strut/shock, steering knuckle, etc. may require a wheel alignment. Important If other components or repairs are identified as affecting the wheel alignment, policy calls for the wheel alignment labor time to be charged to the replaced/repaired component's labor operation time rather than the wheel alignment labor operations. Important Vibration type customer concerns are generally NOT due to wheel alignment except in the rare cases; e.g., extreme diagonal wear across the tread. In general, wheel alignments are NOT to be performed as an investigation/correction for vibration concerns. "Normal Operation" Conditions Vehicle Lead/Pull Due to Road Crown or Slope: As part of "Normal Operation," vehicles will follow side-to-side or left to right road crown or slope. Be sure to verify from the customer the types of roads they are driving as they may not recognize the influence of road crown on vehicle lead/pull and steering wheel angle. If a vehicle requires significant steering effort to prevent it from "climbing" the road crown there may be an issue to be looked into further. Important Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Technical Service Bulletins > All Technical Service Bulletins for Alignment: > 05-03-07-009C > Dec > 10 > Steering/Suspension - Wheel Alignment Specifications > Page 973 A wheel alignment will generally NOT correct vehicles that follow the road crown since this is within "Normal Operation." Mileage Policy The following mileage policy applies for E2020 and E2000 labor operations: Note Wheel Alignment is NOT covered under the New Vehicle Limited Warranty for Express and Savana Cutaway vehicles as these vehicles require Upfitters to set the wheel alignment after completing the vehicles. - 0-800 km (0-500 mi): E2000/E2020 claims ONLY allowed with Call Center Authorization. Due to the tie down during shipping, the vehicle's suspension requires some time to reach normal operating position. For this reason, new vehicles are generally NOT to be aligned until they have accumulated at least 800 km (500 mi). A field product report should accompany any claim within this mileage range. - 801-12,000 km (501-7,500 mi): - If a vehicle came from the factory with incorrect alignment settings, any resulting off-angle steering wheel, lead/pull characteristics or the rare occurrence of excessive tire wear would be apparent early in the life of the vehicle. The following policy applies: - Vehicles 100% Factory Set/Measured for Caster/Camber/Toe - Escalade/ESV/EXT, Tahoe/Suburban, Yukon/XL/Denali, Silverado/Sierra, Express/Savana, Corvette and Colorado/Canyon: E2000/E2020 Claims: Call Center Authorization Required - All Vehicles NOT 100% Factory Set/Measured for Caster/Camber/Toe as noted above: E2000/E2020 Claims: Dealer Service Manager Authorization Required - 12,001 km and beyond (7,501 miles and beyond): During this period, customers are responsible for the wheel alignment expense or dealers may provide on a case-by case basis a one-time customer enthusiasm claim up to 16,000 km (10,000 mi). In the event that a defective component required the use of the subject labor operations, the identified defective component labor operation will include the appropriate labor time for a wheel alignment as an add condition to the component repair. Important Only one wheel alignment labor operation claim (E2000 or E2020) may be used per VIN. Warranty Documentation Requirements When a wheel alignment service has been deemed necessary, the following items will need to be clearly documented on/with the repair order: - Customer concern in detail - What corrected the customer concern? - If a wheel alignment is performed: - Consult SI for proper specifications. - Document the "Before" AND "After" wheel alignment measurements/settings. - Completed "Wheel Alignment Repair Order Questionnaire" (form attached to this bulletin) 1. Document the customer concern in as much detail as possible on the repair order and in the warranty administration system. Preferred examples: - Steering wheel is off angle in the counterclockwise direction by approximately x degrees or clocking position. - Vehicle lead/pulls to the right at approximately x-y mph. Vehicle will climb the road crown. Severe, Moderate or Slight. - RF and LF tires are wearing on the outside shoulders with severe feathering. Important In the event of a lead/pull or steering wheel angle concern, please note the direction of lead/pull (left or right) or direction of steering wheel angle (clockwise or counterclockwise) on the repair order and within the warranty claim verbatim. Important In the event of a tire wear concern, please note the position on the vehicle and where the wear is occurring on the tire; i.e., the RF tire is wearing on the inside shoulder. 2. Document the technician's findings on cause and correction of the issue. Examples: - Reset LF toe from 0.45 degrees to 0.10 degrees and RF toe from -0.25 degrees to 0.10 degrees to correct the steering wheel angle from 5 degrees counterclockwise to 0 degrees. - Reset LF camber from 0.25 degrees to -0.05 degrees to correct the cross-camber condition of +0.30 degrees to 0.00 degrees on the vehicle. - Front Sum toe was found to be 0.50 degrees, reset to 0.20 degrees. 3. Print-out the "Before" and "After" wheel alignment measurements/settings and attach them to the Repair Order or if print-out capability is not Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Technical Service Bulletins > All Technical Service Bulletins for Alignment: > 05-03-07-009C > Dec > 10 > Steering/Suspension - Wheel Alignment Specifications > Page 974 available, measurements may also be clearly and legibly handwritten into the Wheel Alignment Repair Order Questionnaire attached to this bulletin. 4. Attach the Wheel Alignment Repair Order Questionnaire below along with the print-out of "Before" and "After" wheel alignment measurements to the Repair Order and retain for use by GM. Wheel Alignment Equipment and Process Wheel alignments must be performed with a quality machine that will give accurate results when performing checks. "External Reference" (image-based camera technology) is preferred. Please refer to Corporate Bulletin Number 05-00-89-029B: General Motors Dealership Critical Equipment Requirements and Recommendations. Requirements: - Computerized four wheel alignment system. - Computer capable of printing before and after alignment reports. - Computer capable of time and date stamp printout. - Racking system must have jacking capability - Racking system must be capable of level to 1.6 mm (1/16 in) - Appropriate wheel stops and safety certification - Built-in turn plates and slip plates - Wheel clamps capable of attaching to 20" or larger wheels - Racking capable of accepting any GM passenger car or light duty truck - Operator properly trained and ASE-certified (U.S. only) in wheel alignment Recommendations: Racking should have front and rear jacking capability. Equipment Maintenance and Calibration: Alignment machines must be regularly calibrated in order to give correct information. Most manufacturers recommend the following: - Alignment machines with "internal reference" sensors should be checked (and calibrated, if necessary) every six months. - Alignment machines with "external reference" (image-based camera technology) should be checked (and calibrated, if necessary) once a year. - Racks must be kept level to within 1.6 mm (1/16 in). - If any instrument that is part of the alignment machine is dropped or damaged in some way, check the calibration immediately. Check with the manufacturer of your specific equipment for their recommended service/calibration schedule. Wheel Alignment Process When performing wheel alignment measurement and/or adjustment, the following steps should be taken: Preliminary Steps: 1. Verify that the vehicle has a full tank of fuel (compensate as necessary). 2. Inspect the wheels and the tires for damage. 3. Inspect the tires for the proper inflation and irregular tire wear. 4. Inspect the wheel bearings for excessive play. 5. Inspect all suspension and steering parts for looseness, wear, or damage. 6. Inspect the steering wheel for excessive drag or poor return due to stiff or rusted linkage or suspension components. 7. Inspect the vehicle trim height. 8. Compensate for frame angle on targeted vehicles (refer to Wheel Alignment Specifications in SI). Satisfactory vehicle operation may occur over a wide range of alignment angles. However, if the wheel alignment angles are not within the range of specifications, adjust the wheel alignment to the specifications. Refer to Wheel Alignment Specifications in SI. Give consideration to excess loads, such as tool boxes, sample cases, etc. Follow the wheel alignment equipment manufacturer's instructions. Measure/Adjust: Important Prior to making any adjustments to wheel alignment on a vehicle, technicians must verify that the wheel alignment specifications loaded into their wheel alignment machine are up-to-date by comparing these to the wheel alignment specifications for the appropriate model and model year in SI. Using incorrect and/or outdated specifications may result in unnecessary adjustments, irregular and/or premature tire wear and repeat customer concerns Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Technical Service Bulletins > All Technical Service Bulletins for Alignment: > 05-03-07-009C > Dec > 10 > Steering/Suspension - Wheel Alignment Specifications > Page 975 Important When performing adjustments to vehicles requiring a 4-wheel alignment, set the rear wheel alignment angles first in order to obtain proper front wheel alignment angles. Perform the following steps in order to measure the front and rear alignment angles: 1. Install the alignment equipment according to the manufacturer's instructions. 2. Jounce the front and the rear bumpers 3 times prior to checking the wheel alignment. 3. Measure the alignment angles and record the readings. If necessary, adjust the wheel alignment to vehicle specification and record the before and after measurements. Refer to Wheel Alignment Specifications in SI. Important Technicians must refer to SI for the correct wheel alignment specifications. SI is the only source of GM wheel alignment specifications that is kept up-to-date throughout the year. Test drive vehicle to ensure proper repair. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Technical Service Bulletins > All Technical Service Bulletins for Alignment: > 05-03-07-009C > Dec > 10 > Steering/Suspension - Wheel Alignment Specifications > Page 976 Frame Angle Measurement (Express / Savana Only) ........ Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Technical Service Bulletins > All Technical Service Bulletins for Alignment: > 05-03-07-009C > Dec > 10 > Steering/Suspension - Wheel Alignment Specifications > Page 977 What corrected the customer concern and was the repair verified? Please Explain: ............. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Technical Service Bulletins > All Technical Service Bulletins for Alignment: > 333213 > Nov > 93 > Alignment - Vehicle May Lead or Pull Alignment: All Technical Service Bulletins Alignment - Vehicle May Lead or Pull Group Ref.: Steering/Suspension Bulletin No.: 333213 Date: November, 1993 SUBJECT: VEHICLE MAY LEAD OR PULL (DIAGNOSE/SERVICE PROCEDURE) MODELS: 1992-94 BUICK SKYLARK 1992-94 CHEVROLET CAVALIER, CORSICA AND BERETTA 1992-94 OLDSMOBILE ACHIEVA 1992-94 PONTIAC SUNBIRD AND GRAND AM CONDITION: Some owners may experience that the vehicle may lead or pull. CORRECTION: DO NOT replace the steering gear to fix a lead or pull on 1993-94 vehicles as this will not solve the problem. It may temporarily mask the problem due to the higher internal friction in the new gear. However, the condition will resurface when the gear is worn in with mileage. On 1992-94 vehicles, the following procedure should be followed for lead and pull conditions: - Consult J/L/N lead/pull Corporate Bulletin # 073002. Previous divisional publication numbers were: Chevrolet 92-5O-3B Pontiac 92-3-3 Oldsmobile 92-T-20 GM of Canada 92-3-110 - Consult J/L/N memory steer Corporate Bulletin # 233303R. Previous divisional publication numbers were: Chevrolet 93-171-3B Buick 93-3-8 Pontiac 93-3-10 Oldsmobile 93-T-60 GM of Canada 93-3C-102 If the problem still exists, check system flows and pressures using gauge J 5176-D or J 25323-B. System flow should be 1.9 gpm - 2.3 gpm, back pressure at or less than 100 psi with wheels straight ahead and the engine at idle. If flows or pressures are out of specification, look for pinched or crimped steering hoses and check for blockages by blowing air through the steering lines. If problem still exists for 1992 V-6 vehicles only, evaluate vehicle for steering system induced lead/pull by coasting with vehicle in neutral and engine off. Restart the vehicle. A steering induced lead/pull will result in a significant, abrupt pull to the right. If this occurs, remove power steering cooler lines from the steering system, (refer to Section 3B in the Service Manual). Use the following hoses to connect directly from the steering gear to the pump reservoir inlet tube. 1. LHO engine (VIN T): Power steering cooler by-pass hose # 26038210 2. LG7 engine (VIN N): Power steering cooler by-pass hose # 26031205 If problem still persists on 1992 vehicles only, steering gear replacement can be attempted. 1993-94 vehicles have updated steering racks and should not require replacement for lead/pull conditions. Also on 1993-94 vehicles, there are no cooler lines; therefore, the above by-pass hoses do not apply. This is the latest information which should resolve any lead/pull conditions. Parts are expected to be available on November 8, 1993. WARRANTY INFORMATION: For vehicles repaired under warranty, use: Labor Operation Number: T3385 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Technical Service Bulletins > All Technical Service Bulletins for Alignment: > 333213 > Nov > 93 > Alignment - Vehicle May Lead or Pull > Page 982 Labor Time: 0.6 hr. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Technical Service Bulletins > All Other Service Bulletins for Alignment: > 05-03-07-009C > Dec > 10 > Steering/Suspension - Wheel Alignment Specifications Alignment: All Technical Service Bulletins Steering/Suspension - Wheel Alignment Specifications WARRANTY ADMINISTRATION Bulletin No.: 05-03-07-009C Date: December 09, 2010 Subject: Wheel Alignment Specifications, Requirements and Recommendations for GM Vehicles Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks Supercede: This bulletin is being extensively revised to provide technicians and warranty administrators with an all inclusive guide for wheel alignments. PLEASE FAMILIARIZE YOURSELF WITH THESE UPDATES BEFORE PERFORMING YOUR NEXT GM WHEEL ALIGNMENT SERVICE. Please discard Corporate Bulletin Number 05-03-07-009B (Section 03 - Suspension). Purpose The purpose of this bulletin is to provide retail, wholesale and fleet personnel with General Motors' warranty service requirements and recommendations for customer concerns related to wheel alignment. For your convenience, this bulletin updates and centralizes all of GM's Standard Wheel Alignment Service Procedures, Policy Guidelines and bulletins on wheel alignment warranty service. Important PLEASE FAMILIARIZE YOURSELF WITH THESE UPDATES BEFORE PERFORMING YOUR NEXT GM WHEEL ALIGNMENT SERVICE. The following five (5) key steps are a summary of this bulletin and are REQUIRED in completing a successful wheel alignment service. 1. Verify the vehicle is in an Original Equipment condition for curb weight, tires, wheels, suspension and steering configurations. Vehicles modified in any of these areas are not covered for wheel alignment warranty. 2. Review the customer concern relative to "Normal Operation" definitions. 3. Verify that vehicle is within the "Mileage Policy" range. 4. Document wheel alignment warranty claims appropriately for labor operations E2000 and E2020. The following information must be documented or attached to the repair order: - Customer concern in detail - What corrected the customer concern? - If a wheel alignment is performed: - Consult SI for proper specifications. - Document the "Before" AND "After" wheel alignment measurements/settings. - Completed "Wheel Alignment Repair Order Questionnaire" (form attached to this bulletin) 5. Use the proper wheel alignment equipment (preferred with print-out capability), process and the appropriate calibration maintenance schedules. Important If it is determined that a wheel alignment is necessary under warranty, use the proper labor code for the repair. E2000 for Steering Wheel Angle and/or Front Toe set or E2020 for Wheel Alignment Check/Adjust includes Caster, Camber and Toe set (Wheel alignment labor time for other component repairs is to be charged to the component that causes a wheel alignment operation.). The following flowchart is to help summarize the information detailed in this bulletin and should be used whenever a wheel alignment is performed. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Technical Service Bulletins > All Other Service Bulletins for Alignment: > 05-03-07-009C > Dec > 10 > Steering/Suspension - Wheel Alignment Specifications > Page 988 Verify Original Equipment Condition of the Vehicle - Verify that Original Equipment Tires and Wheels or Official GM Accessory Tires and Wheels are on the vehicle. - Verify that aftermarket suspension "Lift" or "Lowering" Kits or other suspension alterations have NOT been done to the vehicle. - Check for accidental damage to the vehicle; for example, severe pothole or curb impacts, collision damage that may have affected the wheel alignment of the vehicle; e.g., engine cradles, suspension control arms, axles, wheels, wheel covers, tires may show evidence of damage/impact. - Check to be sure vehicle has seen "Normal Use" rather than abuse; e.g., very aggressive driving may show up by looking at the tires and condition of the vehicle. - Check for other additional equipment items that may significantly affect vehicle mass such as large tool boxes, campers, snow plow packages (without the snowplow RPO), etc., especially in trucks and cutaway/incomplete vehicles. Significant additional mass can affect trim height and wheel alignment of the vehicle and may necessitate a customer pay wheel alignment when placed semi-permanently in the vehicle (Upfitter instructions are to realign the vehicle after placement of these types of items. (This typically applies to trucks and incomplete vehicles that can be upfit with equipment such as the above.) Customer Concerns, "Normal Operation" Conditions and "Mileage Policy" Possible Concerns The following are typical conditions that may require wheel alignment warranty service: 1. Lead/Pull: defined as "at a constant highway speed on a typical straight road, the amount of effort required at the steering wheel to maintain the vehicle's straight heading." Important Please evaluate for the condition with hands-on the steering wheel. Follow the "Vehicle Leads/Pulls" diagnostic tree located in SI to determine the cause of a lead/pull concern. Lead/Pull concerns can be due to road crown or road slope, tires, wheel alignment or even in rare circumstances a steering gear issue. Lead/pull concerns due to road crown are considered "Normal Operation" and are NOT a warrantable condition -- the customer should be advised that this is "Normal Operation." Important Some customers may comment on a "Lead/Pull" when they hold the steering wheel in a level condition. If so, this is more likely a "steering wheel angle" concern because the customer is "steering" the vehicle to obtain a "level" steering wheel. 2. Steering wheel angle to the left or right (counter-clockwise or clockwise, respectively): Defined as the steering wheel angle (clocking) deviation from "level" while maintaining a straight heading on a typical straight road. 3. Irregular or Premature tire wear: Slight to very slight "feathering" or "edge" wear on the shoulders of tires is NOT considered unusual and should even out with a tire rotation; if the customer is concerned about a "feathering" condition of the tires, the customer could be advised to rotate the tires earlier than the next scheduled mileage/maintenance interval (but no later than the next interval). Be sure to understand the customer's driving habits as this will also heavily influence the tire wear performance; tire wear from aggressive or abusive driving habits is NOT a warrantable condition. Important Slight or mild feathering, cupping, edge or heel/toe wear of tire tread shoulders is "normal" and can show up very early in a tire/vehicle service mileage; in fact, some new tires can show evidence of feathering from the factory. These issues do NOT affect the overall performance and tread life of the tire. Dealer personnel should always check the customer's maintenance records to ensure that tire inflation pressure is being maintained to placard and that the tires are being rotated (modified-X pattern) at the proper mileage intervals. Wheel alignments are NOT to be performed for the types of "Normal" Tire Feathering shown in Figures 1-4 below. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Technical Service Bulletins > All Other Service Bulletins for Alignment: > 05-03-07-009C > Dec > 10 > Steering/Suspension - Wheel Alignment Specifications > Page 989 Figure 1: Full Tread View - "NORMAL" Tire "Feathering" Wear on the Shoulder/Adjacent/Center Ribs Figure 2: Tire Shoulder View Example 1 - "NORMAL" Tire "Feathering" Wear on the Shoulder Figure 3: Tire Shoulder View Example 2 - "NORMAL" Tire "Feathering" Wear Figure 4: Detail Side View of Tire Shoulder Area - "NORMAL" Tire "Feathering" Wear Important When a wheel alignment is deemed necessary for tire wear, be sure to document on the repair order, in as much detail as possible, the severity and type of tire wear (e.g., severe center wear or severe inside or outside shoulder wear) and the position of the tire on the vehicle (RF, LF, LR, RR). Please note the customer's concern with the wear such as, noise, appearance, wear life, etc. A field product report with pictures of the tire wear condition is recommended. Refer to Corporate Bulletin Number 02-00-89-002J and #07-00-89-036C. 4. Other repairs that affect wheel alignment; e.g., certain component replacement such as suspension control arm replacement, engine cradle adjustment/replace, steering gear replacement, steering tie rod replace, suspension strut/shock, steering knuckle, etc. may require a wheel alignment. Important If other components or repairs are identified as affecting the wheel alignment, policy calls for the wheel alignment labor time to be charged to the replaced/repaired component's labor operation time rather than the wheel alignment labor operations. Important Vibration type customer concerns are generally NOT due to wheel alignment except in the rare cases; e.g., extreme diagonal wear across the tread. In general, wheel alignments are NOT to be performed as an investigation/correction for vibration concerns. "Normal Operation" Conditions Vehicle Lead/Pull Due to Road Crown or Slope: As part of "Normal Operation," vehicles will follow side-to-side or left to right road crown or slope. Be sure to verify from the customer the types of roads they are driving as they may not recognize the influence of road crown on vehicle lead/pull and steering wheel angle. If a vehicle requires significant steering effort to prevent it from "climbing" the road crown there may be an issue to be looked into further. Important Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Technical Service Bulletins > All Other Service Bulletins for Alignment: > 05-03-07-009C > Dec > 10 > Steering/Suspension - Wheel Alignment Specifications > Page 990 A wheel alignment will generally NOT correct vehicles that follow the road crown since this is within "Normal Operation." Mileage Policy The following mileage policy applies for E2020 and E2000 labor operations: Note Wheel Alignment is NOT covered under the New Vehicle Limited Warranty for Express and Savana Cutaway vehicles as these vehicles require Upfitters to set the wheel alignment after completing the vehicles. - 0-800 km (0-500 mi): E2000/E2020 claims ONLY allowed with Call Center Authorization. Due to the tie down during shipping, the vehicle's suspension requires some time to reach normal operating position. For this reason, new vehicles are generally NOT to be aligned until they have accumulated at least 800 km (500 mi). A field product report should accompany any claim within this mileage range. - 801-12,000 km (501-7,500 mi): - If a vehicle came from the factory with incorrect alignment settings, any resulting off-angle steering wheel, lead/pull characteristics or the rare occurrence of excessive tire wear would be apparent early in the life of the vehicle. The following policy applies: - Vehicles 100% Factory Set/Measured for Caster/Camber/Toe - Escalade/ESV/EXT, Tahoe/Suburban, Yukon/XL/Denali, Silverado/Sierra, Express/Savana, Corvette and Colorado/Canyon: E2000/E2020 Claims: Call Center Authorization Required - All Vehicles NOT 100% Factory Set/Measured for Caster/Camber/Toe as noted above: E2000/E2020 Claims: Dealer Service Manager Authorization Required - 12,001 km and beyond (7,501 miles and beyond): During this period, customers are responsible for the wheel alignment expense or dealers may provide on a case-by case basis a one-time customer enthusiasm claim up to 16,000 km (10,000 mi). In the event that a defective component required the use of the subject labor operations, the identified defective component labor operation will include the appropriate labor time for a wheel alignment as an add condition to the component repair. Important Only one wheel alignment labor operation claim (E2000 or E2020) may be used per VIN. Warranty Documentation Requirements When a wheel alignment service has been deemed necessary, the following items will need to be clearly documented on/with the repair order: - Customer concern in detail - What corrected the customer concern? - If a wheel alignment is performed: - Consult SI for proper specifications. - Document the "Before" AND "After" wheel alignment measurements/settings. - Completed "Wheel Alignment Repair Order Questionnaire" (form attached to this bulletin) 1. Document the customer concern in as much detail as possible on the repair order and in the warranty administration system. Preferred examples: - Steering wheel is off angle in the counterclockwise direction by approximately x degrees or clocking position. - Vehicle lead/pulls to the right at approximately x-y mph. Vehicle will climb the road crown. Severe, Moderate or Slight. - RF and LF tires are wearing on the outside shoulders with severe feathering. Important In the event of a lead/pull or steering wheel angle concern, please note the direction of lead/pull (left or right) or direction of steering wheel angle (clockwise or counterclockwise) on the repair order and within the warranty claim verbatim. Important In the event of a tire wear concern, please note the position on the vehicle and where the wear is occurring on the tire; i.e., the RF tire is wearing on the inside shoulder. 2. Document the technician's findings on cause and correction of the issue. Examples: - Reset LF toe from 0.45 degrees to 0.10 degrees and RF toe from -0.25 degrees to 0.10 degrees to correct the steering wheel angle from 5 degrees counterclockwise to 0 degrees. - Reset LF camber from 0.25 degrees to -0.05 degrees to correct the cross-camber condition of +0.30 degrees to 0.00 degrees on the vehicle. - Front Sum toe was found to be 0.50 degrees, reset to 0.20 degrees. 3. Print-out the "Before" and "After" wheel alignment measurements/settings and attach them to the Repair Order or if print-out capability is not Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Technical Service Bulletins > All Other Service Bulletins for Alignment: > 05-03-07-009C > Dec > 10 > Steering/Suspension - Wheel Alignment Specifications > Page 991 available, measurements may also be clearly and legibly handwritten into the Wheel Alignment Repair Order Questionnaire attached to this bulletin. 4. Attach the Wheel Alignment Repair Order Questionnaire below along with the print-out of "Before" and "After" wheel alignment measurements to the Repair Order and retain for use by GM. Wheel Alignment Equipment and Process Wheel alignments must be performed with a quality machine that will give accurate results when performing checks. "External Reference" (image-based camera technology) is preferred. Please refer to Corporate Bulletin Number 05-00-89-029B: General Motors Dealership Critical Equipment Requirements and Recommendations. Requirements: - Computerized four wheel alignment system. - Computer capable of printing before and after alignment reports. - Computer capable of time and date stamp printout. - Racking system must have jacking capability - Racking system must be capable of level to 1.6 mm (1/16 in) - Appropriate wheel stops and safety certification - Built-in turn plates and slip plates - Wheel clamps capable of attaching to 20" or larger wheels - Racking capable of accepting any GM passenger car or light duty truck - Operator properly trained and ASE-certified (U.S. only) in wheel alignment Recommendations: Racking should have front and rear jacking capability. Equipment Maintenance and Calibration: Alignment machines must be regularly calibrated in order to give correct information. Most manufacturers recommend the following: - Alignment machines with "internal reference" sensors should be checked (and calibrated, if necessary) every six months. - Alignment machines with "external reference" (image-based camera technology) should be checked (and calibrated, if necessary) once a year. - Racks must be kept level to within 1.6 mm (1/16 in). - If any instrument that is part of the alignment machine is dropped or damaged in some way, check the calibration immediately. Check with the manufacturer of your specific equipment for their recommended service/calibration schedule. Wheel Alignment Process When performing wheel alignment measurement and/or adjustment, the following steps should be taken: Preliminary Steps: 1. Verify that the vehicle has a full tank of fuel (compensate as necessary). 2. Inspect the wheels and the tires for damage. 3. Inspect the tires for the proper inflation and irregular tire wear. 4. Inspect the wheel bearings for excessive play. 5. Inspect all suspension and steering parts for looseness, wear, or damage. 6. Inspect the steering wheel for excessive drag or poor return due to stiff or rusted linkage or suspension components. 7. Inspect the vehicle trim height. 8. Compensate for frame angle on targeted vehicles (refer to Wheel Alignment Specifications in SI). Satisfactory vehicle operation may occur over a wide range of alignment angles. However, if the wheel alignment angles are not within the range of specifications, adjust the wheel alignment to the specifications. Refer to Wheel Alignment Specifications in SI. Give consideration to excess loads, such as tool boxes, sample cases, etc. Follow the wheel alignment equipment manufacturer's instructions. Measure/Adjust: Important Prior to making any adjustments to wheel alignment on a vehicle, technicians must verify that the wheel alignment specifications loaded into their wheel alignment machine are up-to-date by comparing these to the wheel alignment specifications for the appropriate model and model year in SI. Using incorrect and/or outdated specifications may result in unnecessary adjustments, irregular and/or premature tire wear and repeat customer concerns Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Technical Service Bulletins > All Other Service Bulletins for Alignment: > 05-03-07-009C > Dec > 10 > Steering/Suspension - Wheel Alignment Specifications > Page 992 Important When performing adjustments to vehicles requiring a 4-wheel alignment, set the rear wheel alignment angles first in order to obtain proper front wheel alignment angles. Perform the following steps in order to measure the front and rear alignment angles: 1. Install the alignment equipment according to the manufacturer's instructions. 2. Jounce the front and the rear bumpers 3 times prior to checking the wheel alignment. 3. Measure the alignment angles and record the readings. If necessary, adjust the wheel alignment to vehicle specification and record the before and after measurements. Refer to Wheel Alignment Specifications in SI. Important Technicians must refer to SI for the correct wheel alignment specifications. SI is the only source of GM wheel alignment specifications that is kept up-to-date throughout the year. Test drive vehicle to ensure proper repair. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Technical Service Bulletins > All Other Service Bulletins for Alignment: > 05-03-07-009C > Dec > 10 > Steering/Suspension - Wheel Alignment Specifications > Page 993 Frame Angle Measurement (Express / Savana Only) ........ Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Technical Service Bulletins > All Other Service Bulletins for Alignment: > 05-03-07-009C > Dec > 10 > Steering/Suspension - Wheel Alignment Specifications > Page 994 What corrected the customer concern and was the repair verified? Please Explain: ............. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Technical Service Bulletins > All Other Service Bulletins for Alignment: > Page 995 Alignment: By Symptom Technical Service Bulletin # 333213 Date: 931101 Alignment - Vehicle May Lead or Pull Group Ref.: Steering/Suspension Bulletin No.: 333213 Date: November, 1993 SUBJECT: VEHICLE MAY LEAD OR PULL (DIAGNOSE/SERVICE PROCEDURE) MODELS: 1992-94 BUICK SKYLARK 1992-94 CHEVROLET CAVALIER, CORSICA AND BERETTA 1992-94 OLDSMOBILE ACHIEVA 1992-94 PONTIAC SUNBIRD AND GRAND AM CONDITION: Some owners may experience that the vehicle may lead or pull. CORRECTION: DO NOT replace the steering gear to fix a lead or pull on 1993-94 vehicles as this will not solve the problem. It may temporarily mask the problem due to the higher internal friction in the new gear. However, the condition will resurface when the gear is worn in with mileage. On 1992-94 vehicles, the following procedure should be followed for lead and pull conditions: - Consult J/L/N lead/pull Corporate Bulletin # 073002. Previous divisional publication numbers were: Chevrolet 92-5O-3B Pontiac 92-3-3 Oldsmobile 92-T-20 GM of Canada 92-3-110 - Consult J/L/N memory steer Corporate Bulletin # 233303R. Previous divisional publication numbers were: Chevrolet 93-171-3B Buick 93-3-8 Pontiac 93-3-10 Oldsmobile 93-T-60 GM of Canada 93-3C-102 If the problem still exists, check system flows and pressures using gauge J 5176-D or J 25323-B. System flow should be 1.9 gpm - 2.3 gpm, back pressure at or less than 100 psi with wheels straight ahead and the engine at idle. If flows or pressures are out of specification, look for pinched or crimped steering hoses and check for blockages by blowing air through the steering lines. If problem still exists for 1992 V-6 vehicles only, evaluate vehicle for steering system induced lead/pull by coasting with vehicle in neutral and engine off. Restart the vehicle. A steering induced lead/pull will result in a significant, abrupt pull to the right. If this occurs, remove power steering cooler lines from the steering system, (refer to Section 3B in the Service Manual). Use the following hoses to connect directly from the steering gear to the pump reservoir inlet tube. 1. LHO engine (VIN T): Power steering cooler by-pass hose # 26038210 2. LG7 engine (VIN N): Power steering cooler by-pass hose # 26031205 If problem still persists on 1992 vehicles only, steering gear replacement can be attempted. 1993-94 vehicles have updated steering racks and should not require replacement for lead/pull conditions. Also on 1993-94 vehicles, there are no cooler lines; therefore, the above by-pass hoses do not apply. This is the latest information which should resolve any lead/pull conditions. Parts are expected to be available on November 8, 1993. WARRANTY INFORMATION: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Technical Service Bulletins > All Other Service Bulletins for Alignment: > Page 996 For vehicles repaired under warranty, use: Labor Operation Number: T3385 Labor Time: 0.6 hr. Technical Service Bulletin # 333213 Date: 931101 Alignment - Vehicle May Lead or Pull Group Ref.: Steering/Suspension Bulletin No.: 333213 Date: November, 1993 SUBJECT: VEHICLE MAY LEAD OR PULL (DIAGNOSE/SERVICE PROCEDURE) MODELS: 1992-94 BUICK SKYLARK 1992-94 CHEVROLET CAVALIER, CORSICA AND BERETTA 1992-94 OLDSMOBILE ACHIEVA 1992-94 PONTIAC SUNBIRD AND GRAND AM CONDITION: Some owners may experience that the vehicle may lead or pull. CORRECTION: DO NOT replace the steering gear to fix a lead or pull on 1993-94 vehicles as this will not solve the problem. It may temporarily mask the problem due to the higher internal friction in the new gear. However, the condition will resurface when the gear is worn in with mileage. On 1992-94 vehicles, the following procedure should be followed for lead and pull conditions: - Consult J/L/N lead/pull Corporate Bulletin # 073002. Previous divisional publication numbers were: Chevrolet 92-5O-3B Pontiac 92-3-3 Oldsmobile 92-T-20 GM of Canada 92-3-110 - Consult J/L/N memory steer Corporate Bulletin # 233303R. Previous divisional publication numbers were: Chevrolet 93-171-3B Buick 93-3-8 Pontiac 93-3-10 Oldsmobile 93-T-60 GM of Canada 93-3C-102 If the problem still exists, check system flows and pressures using gauge J 5176-D or J 25323-B. System flow should be 1.9 gpm - 2.3 gpm, back pressure at or less than 100 psi with wheels straight ahead and the engine at idle. If flows or pressures are out of specification, look for pinched or crimped steering hoses and check for blockages by blowing air through the steering lines. If problem still exists for 1992 V-6 vehicles only, evaluate vehicle for steering system induced lead/pull by coasting with vehicle in neutral and engine off. Restart the vehicle. A steering induced lead/pull will result in a significant, abrupt pull to the right. If this occurs, remove power steering cooler lines from the steering system, (refer to Section 3B in the Service Manual). Use the following hoses to connect directly from the steering gear to the pump reservoir inlet tube. 1. LHO engine (VIN T): Power steering cooler by-pass hose # 26038210 2. LG7 engine (VIN N): Power steering cooler by-pass hose # 26031205 If problem still persists on 1992 vehicles only, steering gear replacement can be attempted. 1993-94 vehicles have updated steering racks and should not require replacement for lead/pull conditions. Also on 1993-94 vehicles, there are no cooler lines; therefore, the above by-pass hoses do not apply. This is the latest information which should resolve any lead/pull conditions. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Technical Service Bulletins > All Other Service Bulletins for Alignment: > Page 997 Parts are expected to be available on November 8, 1993. WARRANTY INFORMATION: For vehicles repaired under warranty, use: Labor Operation Number: T3385 Labor Time: 0.6 hr. Technical Service Bulletin # 333213 Date: 931101 Alignment - Vehicle May Lead or Pull Group Ref.: Steering/Suspension Bulletin No.: 333213 Date: November, 1993 SUBJECT: VEHICLE MAY LEAD OR PULL (DIAGNOSE/SERVICE PROCEDURE) MODELS: 1992-94 BUICK SKYLARK 1992-94 CHEVROLET CAVALIER, CORSICA AND BERETTA 1992-94 OLDSMOBILE ACHIEVA 1992-94 PONTIAC SUNBIRD AND GRAND AM CONDITION: Some owners may experience that the vehicle may lead or pull. CORRECTION: DO NOT replace the steering gear to fix a lead or pull on 1993-94 vehicles as this will not solve the problem. It may temporarily mask the problem due to the higher internal friction in the new gear. However, the condition will resurface when the gear is worn in with mileage. On 1992-94 vehicles, the following procedure should be followed for lead and pull conditions: - Consult J/L/N lead/pull Corporate Bulletin # 073002. Previous divisional publication numbers were: Chevrolet 92-5O-3B Pontiac 92-3-3 Oldsmobile 92-T-20 GM of Canada 92-3-110 - Consult J/L/N memory steer Corporate Bulletin # 233303R. Previous divisional publication numbers were: Chevrolet 93-171-3B Buick 93-3-8 Pontiac 93-3-10 Oldsmobile 93-T-60 GM of Canada 93-3C-102 If the problem still exists, check system flows and pressures using gauge J 5176-D or J 25323-B. System flow should be 1.9 gpm - 2.3 gpm, back pressure at or less than 100 psi with wheels straight ahead and the engine at idle. If flows or pressures are out of specification, look for pinched or crimped steering hoses and check for blockages by blowing air through the steering lines. If problem still exists for 1992 V-6 vehicles only, evaluate vehicle for steering system induced lead/pull by coasting with vehicle in neutral and engine off. Restart the vehicle. A steering induced lead/pull will result in a significant, abrupt pull to the right. If this occurs, remove power steering cooler lines from the steering system, (refer to Section 3B in the Service Manual). Use the following hoses to connect directly from the steering gear to the pump reservoir inlet tube. 1. LHO engine (VIN T): Power steering cooler by-pass hose # 26038210 2. LG7 engine (VIN N): Power steering cooler by-pass hose # 26031205 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Technical Service Bulletins > All Other Service Bulletins for Alignment: > Page 998 If problem still persists on 1992 vehicles only, steering gear replacement can be attempted. 1993-94 vehicles have updated steering racks and should not require replacement for lead/pull conditions. Also on 1993-94 vehicles, there are no cooler lines; therefore, the above by-pass hoses do not apply. This is the latest information which should resolve any lead/pull conditions. Parts are expected to be available on November 8, 1993. WARRANTY INFORMATION: For vehicles repaired under warranty, use: Labor Operation Number: T3385 Labor Time: 0.6 hr. Technical Service Bulletin # 333213 Date: 931101 Alignment - Vehicle May Lead or Pull Group Ref.: Steering/Suspension Bulletin No.: 333213 Date: November, 1993 SUBJECT: VEHICLE MAY LEAD OR PULL (DIAGNOSE/SERVICE PROCEDURE) MODELS: 1992-94 BUICK SKYLARK 1992-94 CHEVROLET CAVALIER, CORSICA AND BERETTA 1992-94 OLDSMOBILE ACHIEVA 1992-94 PONTIAC SUNBIRD AND GRAND AM CONDITION: Some owners may experience that the vehicle may lead or pull. CORRECTION: DO NOT replace the steering gear to fix a lead or pull on 1993-94 vehicles as this will not solve the problem. It may temporarily mask the problem due to the higher internal friction in the new gear. However, the condition will resurface when the gear is worn in with mileage. On 1992-94 vehicles, the following procedure should be followed for lead and pull conditions: - Consult J/L/N lead/pull Corporate Bulletin # 073002. Previous divisional publication numbers were: Chevrolet 92-5O-3B Pontiac 92-3-3 Oldsmobile 92-T-20 GM of Canada 92-3-110 - Consult J/L/N memory steer Corporate Bulletin # 233303R. Previous divisional publication numbers were: Chevrolet 93-171-3B Buick 93-3-8 Pontiac 93-3-10 Oldsmobile 93-T-60 GM of Canada 93-3C-102 If the problem still exists, check system flows and pressures using gauge J 5176-D or J 25323-B. System flow should be 1.9 gpm - 2.3 gpm, back pressure at or less than 100 psi with wheels straight ahead and the engine at idle. If flows or pressures are out of specification, look for pinched or crimped steering hoses and check for blockages by blowing air through the steering lines. If problem still exists for 1992 V-6 vehicles only, evaluate vehicle for steering system induced lead/pull by coasting with vehicle in neutral and engine off. Restart the vehicle. A steering induced lead/pull will result in a significant, abrupt pull to the right. If this occurs, remove power steering cooler lines from the steering system, (refer to Section 3B in the Service Manual). Use the following hoses to connect directly from the steering gear to the pump reservoir inlet tube. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Technical Service Bulletins > All Other Service Bulletins for Alignment: > Page 999 1. LHO engine (VIN T): Power steering cooler by-pass hose # 26038210 2. LG7 engine (VIN N): Power steering cooler by-pass hose # 26031205 If problem still persists on 1992 vehicles only, steering gear replacement can be attempted. 1993-94 vehicles have updated steering racks and should not require replacement for lead/pull conditions. Also on 1993-94 vehicles, there are no cooler lines; therefore, the above by-pass hoses do not apply. This is the latest information which should resolve any lead/pull conditions. Parts are expected to be available on November 8, 1993. WARRANTY INFORMATION: For vehicles repaired under warranty, use: Labor Operation Number: T3385 Labor Time: 0.6 hr. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Specifications > Vehicle Ride (Trim) Height Specifications Alignment: Specifications Vehicle Ride (Trim) Height Specifications Model ................................................................................................................................................... ............................................ Cavalier Station Wagon Tire Size ........................................................... ................................................................................................................................................ 185/75R x 14 Engine ........................................................................................................................... .................................................................................................. 2.2L Ride Height Measurements in Inches [01] Dimension Z ........................................................................................................................................ ........................................................................ 3.62 Dimension J ........................................................ ......................................................................................................................................................... 9.53 Dimension K ................................................................................................................................ ............................................................................... 9.65 [01] Maximum variation side to side & front to rear is 3/4 inch. Model ................................................................................................................................................... ............................................ Cavalier Station Wagon Tire Size ........................................................... ................................................................................................................................................ 195/70R x 14 Engine ........................................................................................................................... .................................................................................................. 2.2L Ride Height Measurements in Inches [01] Dimension Z ........................................................................................................................................ ........................................................................ 3.78 Dimension J ........................................................ ......................................................................................................................................................... 9.53 Dimension K ................................................................................................................................ ............................................................................... 9.65 [01] Maximum variation side to side & front to rear is 3/4 inch. Model ................................................................................................................................................... ............................................ Cavalier Station Wagon Tire Size ........................................................... ................................................................................................................................................ 195/70R x 14 Engine ........................................................................................................................... .................................................................................................. 3.1L Ride Height Measurements in Inches [01] Dimension Z ........................................................................................................................................ ........................................................................ 3.82 Dimension J ........................................................ ......................................................................................................................................................... 9.53 Dimension K ................................................................................................................................ ............................................................................... 9.65 [01] Maximum variation side to side & front to rear is 3/4 inch. Model ................................................................................................................................................... ........................................... Cavalier Coupe & Sedan Tire Size .......................................................... ................................................................................................................................................. 185/75R x 14 Engine ........................................................................................................................... .................................................................................................. 2.2L Ride Height Measurements in Inches [01] Dimension Z ........................................................................................................................................ ........................................................................ 3.42 Dimension J ........................................................ ......................................................................................................................................................... 9.26 Dimension K ................................................................................................................................ ............................................................................... 9.13 [01] Maximum variation side to side & front to rear is 3/4 inch. Model ................................................................................................................................................... ........................................... Cavalier Coupe & Sedan Tire Size .......................................................... ................................................................................................................................................. 195/70R x 14 Engine ........................................................................................................................... .................................................................................................... 2.2 Ride Height Measurements in Inches [01] Dimension Z ........................................................................................................................................ ........................................................................ 3.58 Dimension J ........................................................ ......................................................................................................................................................... 9.26 Dimension K ................................................................................................................................ ............................................................................... 9.13 [01] Maximum variation side to side & front to rear is 3/4 inch. Model ................................................................................................................................................... ........................................... Cavalier Coupe & Sedan Tire Size .......................................................... ................................................................................................................................................. 195/70R x 14 Engine ........................................................................................................................... .................................................................................................. 3.1L Ride Height Measurements in Inches [01] Dimension Z ........................................................................................................................................ ........................................................................ 3.62 Dimension J ........................................................ ......................................................................................................................................................... 9.26 Dimension K ................................................................................................................................ ............................................................................... 9.13 [01] Maximum variation side to side & front to rear is 3/4 inch. Model ................................................ .............................................................................................................................................................. .. Cavalier Z24 Tire Size ...................................................................................................................... ..................................................................................... 205/60R x 15 Engine ..................................... .............................................................................................................................................................. .......................... 3.1L Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Specifications > Vehicle Ride (Trim) Height Specifications > Page 1002 Ride Height Measurements in Inches [01] Dimension Z ........................................................................................................................................ ........................................................................ 3.58 Dimension J ........................................................ ......................................................................................................................................................... 9.26 Dimension K ................................................................................................................................ ............................................................................... 9.13 [01] Maximum variation side to side & front to rear is 3/4 inch. Model ................................................................................................................................................... ............................................ Cavalier Station Wagon Tire Size ........................................................... ................................................................................................................................................ 185/75R x 14 Engine ........................................................................................................................... .................................................................................................. 2.2L Ride Height Measurements in Inches [01] Dimension Z ........................................................................................................................................ ........................................................................ 9/32 Dimension J ........................................................ ......................................................................................................................................................... 9.53 Dimension K ................................................................................................................................ ............................................................................... 9.65 [01] Maximum variation side to side & front to rear is 3/4 inch. Model ................................................................................................................................................... ............................................ Cavalier Station Wagon Tire Size ........................................................... ................................................................................................................................................ 195/70R x 14 Engine ........................................................................................................................... .................................................................................................. 2.2L Ride Height Measurements in Inches [01] Dimension Z ........................................................................................................................................ ........................................................................ 7/16 Dimension J ........................................................ ......................................................................................................................................................... 9.53 Dimension K ................................................................................................................................ ............................................................................... 9.65 [01] Maximum variation side to side & front to rear is 3/4 inch. Model ................................................................................................................................................... ............................................ Cavalier Station Wagon Tire Size ........................................................... ................................................................................................................................................ 195/70R x 14 Engine ........................................................................................................................... .................................................................................................. 3.1L Ride Height Measurements in Inches [01] Dimension Z ........................................................................................................................................ ...................................................................... 31/64 Dimension J ........................................................ ......................................................................................................................................................... 9.53 Dimension K ................................................................................................................................ ............................................................................... 9.65 [01] Maximum variation side to side & front to rear is 3/4 inch. Model ................................................................................................................................................... ................................................. Cavalier Convertible Tire Size ........................................................... ................................................................................................................................................ 185/75R x 14 Engine ........................................................................................................................... .................................................................................................... All Ride Height Measurements in Inches [01] Dimension Z ........................................................................................................................................ ........................................................................ 5/64 Dimension J ........................................................ ......................................................................................................................................................... 9.26 Dimension K ................................................................................................................................ ............................................................................... 9.13 [01] Maximum variation side to side & front to rear is 3/4 inch. Model ................................................................................................................................................... ........................................... Cavalier Coupe & Sedan Tire Size .......................................................... ................................................................................................................................................. 195/70R x 14 Engine ........................................................................................................................... .................................................................................................... All Ride Height Measurements in Inches [01] Dimension Z ........................................................................................................................................ ........................................................................ 5/64 Dimension J ........................................................ ......................................................................................................................................................... 9.26 Dimension K ................................................................................................................................ ............................................................................... 9.13 [01] Maximum variation side to side & front to rear is 3/4 inch. Model ................................................................................................................................................... ............................................................. Cavalier Z24 Tire Size ........................................................... ................................................................................................................................................ 205/60R x 15 Engine ........................................................................................................................... .................................................................................................. 3.1L Ride Height Measurements in Inches [01] Dimension Z ........................................................................................................................................ ...................................................................... 15/64 Dimension J ........................................................ ......................................................................................................................................................... 9.26 Dimension K ................................................................................................................................ ............................................................................... 9.13 [01] Maximum variation side to side & front to rear is 3/4 inch. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Specifications > Vehicle Ride (Trim) Height Specifications > Page 1003 Alignment: Specifications Alignment Specifications Front Alignment Specifications CASTER ANGLE, DEGREES [1] Desired ................................................................................................................................................ ........................................................................ +1.3 Limits .................................................................. ............................................................................................................................................ +0.3 to +2.3 CAMBER ANGLE, DEGREES Desired ................................................................................................................................................ ....................................................................... -0.15 Limits .................................................................. .......................................................................................................................................... -0.85 to + 0.5 TOTAL TOE, DEGREES ..................................................................................................................... ....................................................................... +0.2 [1] Non-adjustable, for inspection purposes only. Rear Alignment Specifications Camber Angle, Degrees ...................................................................................................................... ........................................................................... [01] Limits ................................................................................................................................................... .......................................................... - .85 to +.35 Desired ................................................................. ..................................................................................................................................................... -0.25 Thrust Angle, Degrees ......................................................................................................................... .......................................................................... [01] Limits ................................................................................................................................................... .......................................................... - .35 to +.35 Desired ................................................................. ........................................................................................................................................................... 0 Total Toe, Degrees .............................................................................................................................. ........................................................................... [01] Limits ................................................................................................................................................... ........................................................... -.06 to +.56 Desired ................................................................. ...................................................................................................................................................... 0.25 [01] -- Non-adjustable, for inspection purposes only. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Service and Repair > Ride/Trim Height Measurement and Adjustment Alignment: Service and Repair Ride/Trim Height Measurement and Adjustment Fig. 3 Vehicle Ride Height Measurement Locations Refer to Fig. 3, for ride height measurements and for specifications refer to Vehicle Ride Height Specifications. When checking ride height measurements, fuel tank should be full, tires at should be correct pressure, front seat should be rearward position, trunk should be empty except for spare tire and jack and vehicle should be on level ground. If fuel tank is not full, add weight to trunk to compensate for amount fuel vehicle is below the full level. Prior to checking ride height, lift front bumper upward approximately 1.5 inches and gently release (3 times), then check front ride height. Push front bumper downward approximately 1.5 inches and gently release (3 times), then recheck front ride height. Average of both readings to determine vehicle ride height. Check rear ride height in same manner, lifting and pushing rear bumper. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Service and Repair > Ride/Trim Height Measurement and Adjustment > Page 1006 Alignment: Service and Repair Front Wheel Alignment Preliminary Inspection CASTER ALIGNMENT CHECK Caster is not adjustable. If caster angle is not within specifications, inspect for suspension support misalignment or front suspension damage. TOE ALIGNMENT CHECK Toe setting is the only adjustment normally required. However, in special circumstances, such as damage due to road hazard or collision, camber may be adjusted by modifying the strut assembly. Front Caster Adjustment Caster is not adjustable. If caster angle is not within specifications, inspect for suspension support misalignment or front suspension damage. Front Camber Adjustment Fig. 1 Modifying Strut Bracket To Adjust Camber Toe setting is the only adjustment normally required. However, in special circumstances, such as damage due to road hazard or collision, camber may be adjusted by modifying the strut assembly. 1. Secure bottom of strut assembly in a suitable vise. 2. Enlarge bottom holes in outer flanges with a round file until holes in outer flanges match slots in inner flanges, Fig. 1. 3. Connect strut to steering knuckle and install bolts finger tight. 4. Grasp top of tire firmly, then move tire inboard or outboard until correct camber reading is obtained. Tighten retaining bolts enough to secure camber setting. 5. Remove wheel and tire and tighten strut to steering knuckle retaining bolts. On 1989-90 models, Torque strut to steering knuckle retaining bolts to 135 ft. lbs. On 1991-92 models, Torque strut to steering knuckle attaching bolt to 133 ft. lbs. Front Toe Adjustment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Service and Repair > Ride/Trim Height Measurement and Adjustment > Page 1007 Fig. 2 Adjusting Toe Toe-out is controlled by tie rod position. Adjustment is made by loosening the clamp bolts at the steering knuckle end of the tie rods and rotating the rods to obtain proper toe setting, Fig. 2. After correct toe setting is obtained, tighten clamp bolts. Torque clamp bolts to 41 ft. lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Fuel Pressure > Diagnostic Connector - Fuel Pump > Component Information > Locations LH Side Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Fuel Pressure > Fuel Pressure Test Port > Component Information > Service and Repair Fuel Pressure Test Port: Service and Repair Area around fuel pressure connection with GM X-30A or equivalent. REMOVE OR DISCONNECT: 1. Negative battery terminal. 2. Relieve fuel system pressure. 3. Fuel pressure connection and seal. Discard seal. INSTALL OR CONNECT: 1. New seal on fuel pressure connection. 2. Fuel pressure connection in fuel rail. Tighten Fuel pressure connection assembly to 10.0 N-m (88 lb. in.). 3. Tighten fuel filler cap. 4. Negative battery terminal. 5. Turn ignition switch to the "ON" position for two seconds, then turn to the "OFF" position for ten seconds. Again turn to the "ON" position, and check for fuel leaks. 6. Perform the "Idle Learn Procedure." The ECM will need to relearn the IAC valve pintle position following battery reconnect. Air Plenum And Fuel Rail Removal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Fuel Pressure > Fuel Pressure Test Port > Component Information > Service and Repair > Page 1016 Fuel Pressure Connection REMOVAL: 1. Disconnect the negative battery cable. 2. Relieve the fuel system pressure, see FUEL SYSTEM PRESSURE RELIEF: 3. Remove intake manifold plenum, see INTAKE MANIFOLD PLENUM. 4. Clean area around the fuel pressure connection with GM X-30A or equivalent. 5. Remove the fuel pressure connection and seal, discard the seal. INSTALLATION: 1. Place a new seal on the fuel pressure connection assembly. 2. Screw the fuel pressure connection assembly into the fuel rail and tighten to 10.0 N-m (88 lb. in.). 3. Check for fuel leaks: a. Connect the negative battery cable. b. With engine "OFF" and ignition "ON," check for fuel leaks. c. Disconnect the negative battery cable. 4. Install the intake manifold plenum as per above procedure. IDLE LEARN PROCEDURE: Any time the battery is disconnected, the programmed position of the IAC valve pintle is lost, and replaced with a default value. To return the IAC valve pintle to the correct position, perform the following procedure: 1. After restoring battery power, connect the Tech 1 "SCAN" tool. 2. Select "IAC SYSTEM," then select "IDLE LEARN" in the "MISC TEST" mode. 3. Proceed with idle learn as directed. ^ This procedure allows the ECM memory to be updated with the correct IAC valve pintle position, for the vehicle, and provide a stable idle speed. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Idle Speed > System Information > Specifications Idle Speed: Specifications The idle speed is computer controlled and there is no provision for adjustment. If idle speed is incorrect, refer to Computers and Control Systems / System Diagnosis. MINIMUM IDLE SPEED Transmission Gear Idle Speed IAC Counts Open/Closed Loop (2) N/A N/A (1) 10-20 CL (1) No idle speed specifications are provided for this vehicle. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Idle Speed > System Information > Specifications > Page 1020 Idle Speed: Adjustments The ECM controls idle speed and no adjustment should be attempted. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > Customer Interest for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: Customer Interest Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > Customer Interest for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON > Page 1030 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: All Technical Service Bulletins Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON > Page 1036 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Fuel Filter > Fuel Pressure Release > System Information > Service and Repair Fuel Pressure Release: Service and Repair WARNING: To reduce the risk of fire and personal injury, it is necessary to relieve the fuel system pressure before servicing fuel system components. After relieving system pressure, a small amount of fuel may be released when servicing fuel lines or connections. In order to reduce the chance of personal injury, cover fuel line fittings with a shop towel before disconnecting, to catch any fuel that may leak out. Place the towel in an approved container when disconnect is completed. When servicing the fuel system use the following precautions: a. Put a "CAUTION FLAMMABLE" sign in the workshop. b. Be sure shop is supplied with an adequate fire extinguisher. c. Be sure to disconnect the negative battery cable before any service work is done. d. Use a suitable container to catch any fuel that may leak from system during service. e. Always relieve fuel system pressure before disconnecting any lines. f. If the key must be turned "ON" while servicing fuel system, always disconnect or disable ignition, to insure no sparks occur near fuel vapors. PROCEDURE: Tool required: J34730-1 Fuel Pressure Gauge or equivalent. 1. Disconnect the negative battery cable, to avoid fuel pump turn "ON," if an accidental attempt is made to start the engine. 2. Loosen the fuel filler cap to relieve tank vapor pressure. 3. Connect the fuel pressure gauge to the pressure connection. Wrap a shop towel around the fitting while connecting the gauge to avoid spillage. 4. Install bleed hose into an approved container and open the valve to bleed the system pressure. Fuel connections are now safe for servicing. 5. Drain any fuel remaining in the gauge into an approved container. When repair to the fuel system has been completed, START the engine and check all connections that were loosened for leaks. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Firing Order > Component Information > Specifications > Ignition Firing Order Firing Order: Specifications Ignition Firing Order Firing Order ......................................................................................................................................... ............................................................... 1-2-3-4-5-6 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Ignition Timing > Number One Cylinder > Component Information > Locations > Number 1 Cylinder Location Number One Cylinder: Locations Number 1 Cylinder Location NUMBER ONE CYLINDER LOCATION Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Ignition Timing > Timing Marks and Indicators > System Information > Locations Timing Marks and Indicators: Locations The ECM controls ignition timing therefore no provisions for adjustment are required. No timing marks are provided on this engine. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Spark Plug Wire <--> [Ignition Cable] > Component Information > Specifications Spark Plug Wire: Specifications Spark Plug Wire Resistance Values: 0-15 inch cable .................................................................................................................................... ............................................... 3,000-10,000 ohms. 15-25 inch cable .................................................................................................................................. ............................................... 4,000-15,000 ohms. 25-35 inch cable .................................................................................................................................. ............................................... 6,000-20,000 ohms. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Spark Plug Wire <--> [Ignition Cable] > Component Information > Specifications > Page 1056 Spark Plug Wire Routing Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Spark Plug > Component Information > Specifications Spark Plug: Specifications Spark Plug Gap ................................................................................................................................... ...................................................... .045 in. (1.14 mm) NOTE: Check the gap specifications given on the Emissions Control Label. If the gap is different from what is listed here, use the information on the label. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Compression Check > System Information > Specifications Compression Check: Specifications The lowest reading cylinder should not be less than 70% of the highest and no cylinder reading should be less than 689 kPa (100 psi). Perform compression test with engine at normal operating temperature, spark plugs removed and throttle wide open. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Valve Clearance > System Information > Specifications > Valve Clearance Specifications Valve Clearance: Specifications Valve Clearance Specifications Vehicles are equipped with a non-adjustable rocker arm studs. If valve reconditioning is required, the non-adjustable rocker arm stud must be replaced with an adjustable rocker arm stud and the following procedure must be performed. 1. Remove rocker arm covers. 2. Crank engine until mark on torsional damper lines up with O mark on timing tab. The engine should also be in the No. 1 firing position. This can be determined by placing fingers on No. 1 rocker arms as mark on damper approaches O mark. 3. If valves are not moving, engine is in No. 1 firing position. If valves move as the mark comes up to the timing tab, engine is in No. 4 firing position and should be rotated one revolution to reach No. 1 position. 4. With engine in No. 1 firing position, adjust exhaust valves 1, 2 and 3 and intake valves 1, 5 and 6, as follows: a. Back out adjusting nut until lash is felt at pushrod, then turn in adjusting nut until all lash is removed. b. When lash has been removed, turn adjusting nut in additional 1 1/2 turns to center lifter plunger. 5. Crank engine one revolution until timing tab O mark and torsional damper mark are again in alignment. 6. With the engine in this, the No. 4 firing position. adjust exhaust valves 4, 5 and 6 and intake valves 2, 3 and 4 as previously described. 7. Install rocker arm covers, then start engine and check timing and idle speed. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Valve Clearance > System Information > Specifications > Valve Clearance Specifications > Page 1067 Valve Clearance: Specifications Valve Arrangement FRONT TO REAR Right .................................................................................................................................................... ........................................................... E-I-E-I-I-E Left ......................................................................... ......................................................................................................................................... E-I-I-E-I-E Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Valve Clearance > System Information > Specifications > Page 1068 Valve Clearance: Adjustments Vehicles are equipped with a non-adjustable rocker arm studs. If valve reconditioning is required, the non-adjustable rocker arm stud must be replaced with an adjustable rocker arm stud and the following procedure must be performed. 1. Remove rocker arm covers. 2. Crank engine until mark on torsional damper lines up with O mark on timing tab. The engine should also be in the No. 1 firing position. This can be determined by placing fingers on No. 1 rocker arms as mark on damper approaches O mark. 3. If valves are not moving, engine is in No. 1 firing position. If valves move as the mark comes up to the timing tab, engine is in No. 4 firing position and should be rotated one revolution to reach No. 1 position. 4. With engine in No. 1 firing position, adjust exhaust valves 1, 2 and 3 and intake valves 1, 5 and 6, as follows: a. Back out adjusting nut until lash is felt at pushrod, then turn in adjusting nut until all lash is removed. b. When lash has been removed, turn adjusting nut in additional 1 1/2 turns to center lifter plunger. 5. Crank engine one revolution until timing tab O mark and torsional damper mark are again in alignment. 6. With the engine in this, the No. 4 firing position. adjust exhaust valves 4, 5 and 6 and intake valves 2, 3 and 4 as previously described. 7. Install rocker arm covers, then start engine and check timing and idle speed. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Drive Belt > Component Information > Technical Service Bulletins > Engine - Drive Belt Misalignment Diagnostics Drive Belt: Technical Service Bulletins Engine - Drive Belt Misalignment Diagnostics INFORMATION Bulletin No.: 08-06-01-008A Date: July 27, 2009 Subject: Diagnosing Accessory Drive Belt / Serpentine Belt Noise and Availability and Use of Kent-Moore EN-49228 Laser Alignment Tool - Drive Belt Models: 2010 and Prior GM Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 Vehicles 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add a model year and update the Tool Information. Please discard Corporate Bulletin Number 08-06-01-008 (Section 06 - Engine). Background Several aftermarket companies offer laser alignment tools for accessory drive systems that can be very helpful in eliminating drive belt noise as a result of misaligned pulleys. Typically pricing ranges from $160 - $200. EN-49228 Laser Alignment Tool - Drive Belt The GM Tool program has now made available a competitive, simple to use and time-saving laser tool to assist in achieving precise alignment of the drive belt pulleys. This optional tool removes the guesswork from proper pulley alignment and may serve to reduce comebacks from: - Drive Belt Noise - Accelerated Drive Belt Wear - Drive Belt Slippage Instructions The instructions below are specific only to the truck Gen IV V-8 family of engines. These instructions are only for illustrative purposes to show how the tool may be used. Universal instructions are included in the box with the Laser Alignment Tool - Drive Belt. Caution - Do not look directly into the beam projected from the laser. - Use caution when shining the laser on highly polished or reflective surfaces. Laser safety glasses help reduce laser beam glare in many circumstances. - Always use laser safety glasses when using the laser. Laser safety glasses are not designed to protect eyes from direct laser exposure. 1. Observe and mark the serpentine belt orientation. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Drive Belt > Component Information > Technical Service Bulletins > Engine - Drive Belt Misalignment Diagnostics > Page 1073 2. Remove the serpentine belt from the accessory drive system. 3. Install the tool onto the power steering pulley. Position the legs of the tool into the outer grooves of the pulley, farthest from the front of the engine. 4. Install the retaining cord around the pulley and to the legs of the tool. 5. Put on the laser safety glasses provided with the tool. 6. Depress the switch on the rear of the tool to activate the light beam. 7. Rotate the power steering pulley as required to project the light beam onto the crankshaft balancer pulley grooves. 8. Inspect for proper power steering pulley alignment. - If the laser beam projects onto the second rib or raised area (1), the pulleys are aligned properly. - If the laser beam projects more than one-quarter rib 0.9 mm (0.035 in) mis-alignment, adjust the position of the power steering pulley as required. - Refer to SI for Power Steering Pulley Removal and Installation procedures. 9. Install the serpentine belt to the accessory drive system in the original orientation. 10. Operate the vehicle and verify that the belt noise concern is no longer present. Tool Information Please visit the GM service tool website for pricing information or to place your order for this tool. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Drive Belt > Component Information > Technical Service Bulletins > Engine - Drive Belt Misalignment Diagnostics > Page 1074 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Drive Belt > Component Information > Technical Service Bulletins > Engine - Drive Belt Misalignment Diagnostics > Page 1075 Drive Belt: Technical Service Bulletins Engine - Serpentine Drive Belt Wear Information Bulletin No.: 04-06-01-013 Date: April 29, 2004 INFORMATION Subject: Information on Serpentine Belt Wear Models: 2004 and Prior Passenger Cars and Trucks 2003-2004 and Prior HUMMER H2 All current GM vehicles designed and manufactured in North America were assembled with serpentine belts that are made with an EPDM material and should last the life of the vehicle. It is extremely rare to observe any cracks in EPDM belts and it is not expected that they will require maintenance before 10 years or 240,000 km (150,000 mi) of use. Older style belts, which were manufactured with a chloroprene compound, may exhibit cracks depending on age. However, the onset of cracking typically signals that the belt is only about halfway through its usable life. A good rule of thumb for chloroprene-based belts is that if cracks are observed 3 mm (1/8 in) apart, ALL AROUND THE BELT, the belt may be reaching the end of its serviceable life and should be considered a candidate for changing. Small cracks spaced at greater intervals should not be considered as indicative that the belt needs changing. Any belt that exhibits chunking should be replaced. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Drive Belt > Component Information > Specifications > Belt Tension Specifications Drive Belt: Specifications Belt Tension Specifications Belt Tension [01] .................................................................................................................................. ........................................................................ 50-70 [01] Belt tension is controlled automatically by the belt tensioner. If belt tensioner has to operate out of its range to obtain adequate belt tension, replace belt. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Drive Belt > Component Information > Specifications > Belt Tension Specifications > Page 1078 Drive Belt: Specifications Engine Accessory Drive Belts POWER STEERING New lbs. ............................................................................................................................................... ..................................................................... 225-236 Used lbs. .............................................................................................................................................. ..................................................................... 112-124 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Drive Belt > Component Information > Specifications > Page 1079 Drive Belt: Adjustments Belt tension is maintained by a spring-loaded tensioner. No adjustment is necessary. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Drive Belt > Component Information > Specifications > Page 1080 Drive Belt: Service and Repair Fig. 16 Serpentine Belt Routing 1. Remove belt guard. 2. Lift or rotate tensioner using a 1/2 inch breaker bar. 3. Remove serpentine drive belt. 4. Reverse procedure to install, routing belt as shown in Fig. 16. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Filters > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > Customer Interest for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T Shift/Driveability Concerns/MIL ON Air Filter Element: Customer Interest Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Filters > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > Customer Interest for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T Shift/Driveability Concerns/MIL ON > Page 1091 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Filters > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: All Technical Service Bulletins Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Filters > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON > Page 1097 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Filters > Crankcase Filter > Component Information > Service and Repair Crankcase Filter: Service and Repair The PCV system should be checked every 15,000 miles and also during regular engine tune-ups. If the PCV system includes a breather filter, located in the air cleaner housing, this filter should be replaced whenever the PCV valve or air cleaner is replaced. When a periodic inspection indicates the PCV is not functioning properly, it should be serviced by replacement only. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Filters > Evaporative Canister Filter > Component Information > Service and Repair Evaporative Canister Filter: Service and Repair NOTE: NOT ALL EVAPORATIVE EMISSION CONTROL CANISTERS HAVE A SERVICEABLE FILTER. At intervals recommended, usually every 24 months or 30,000 miles, the filter on an open bottom canister should be replaced, 1. Remove all hoses from the top of the canister and mark. Remove the canister. 2. Remove the filter element by squeezing it out from under the lip surface at bottom of canister and from under retainer bar, where used. 3. Squeeze the new element under retainer bar, where used, and position it evenly around the entire bottom of the canister. Tuck the edges under the lip of canister. 4. Reinstall the canister to its original position on the vehicle, following normal service procedures. 5. Reconnect the hoses to the top of the canister, according to the labeling on top of canister. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Filters > Fluid Filter - A/T > Component Information > Technical Service Bulletins > A/T - Transaxle Oil Filter Differences Fluid Filter - A/T: Technical Service Bulletins A/T - Transaxle Oil Filter Differences GROUP REF.: Transmission BULLETIN NO.: 477103 DATE: March, 1994 SUBJECT: TRANSAXLE OIL FILTER DIFFERENCES MODELS: 1985-94 PASSENGER CARS AND U VANS WITH 4T60 OR 4T60-E TRANSAXLES TRANSAXLE APPLICATIONS: HYDRA-MATIC 4T60 (RPO ME9) HYDRA-MATIC 4T60-E (RPO M13) TRANSAXLE MODELS: ALL At the start of the 1993 model year, 4T6O transaxle oil filters were revised in appearance. This revision made the 4T60 transaxle oil filter similar in appearance to the 4T60-E transaxle oil filter. Current and previous design 4T6O transaxle oil filters can be used on any 4T6O transaxle. 4T60 and 4T60-E transaxle oil filters are NOT interchangeable. Refer to the current GMSPO catalog for 4T60 and 4T60-E transaxle oil filter part numbers. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Filters > Fuel Filter > Fuel Pressure Release > System Information > Service and Repair Fuel Pressure Release: Service and Repair WARNING: To reduce the risk of fire and personal injury, it is necessary to relieve the fuel system pressure before servicing fuel system components. After relieving system pressure, a small amount of fuel may be released when servicing fuel lines or connections. In order to reduce the chance of personal injury, cover fuel line fittings with a shop towel before disconnecting, to catch any fuel that may leak out. Place the towel in an approved container when disconnect is completed. When servicing the fuel system use the following precautions: a. Put a "CAUTION FLAMMABLE" sign in the workshop. b. Be sure shop is supplied with an adequate fire extinguisher. c. Be sure to disconnect the negative battery cable before any service work is done. d. Use a suitable container to catch any fuel that may leak from system during service. e. Always relieve fuel system pressure before disconnecting any lines. f. If the key must be turned "ON" while servicing fuel system, always disconnect or disable ignition, to insure no sparks occur near fuel vapors. PROCEDURE: Tool required: J34730-1 Fuel Pressure Gauge or equivalent. 1. Disconnect the negative battery cable, to avoid fuel pump turn "ON," if an accidental attempt is made to start the engine. 2. Loosen the fuel filler cap to relieve tank vapor pressure. 3. Connect the fuel pressure gauge to the pressure connection. Wrap a shop towel around the fitting while connecting the gauge to avoid spillage. 4. Install bleed hose into an approved container and open the valve to bleed the system pressure. Fuel connections are now safe for servicing. 5. Drain any fuel remaining in the gauge into an approved container. When repair to the fuel system has been completed, START the engine and check all connections that were loosened for leaks. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Filters > Oil Filter, Engine > Component Information > Technical Service Bulletins > Engine - Noise/Damage Oil Filter Application Importance Oil Filter: Technical Service Bulletins Engine - Noise/Damage Oil Filter Application Importance INFORMATION Bulletin No.: 07-06-01-016B Date: July 27, 2009 Subject: Information on Internal Engine Noise or Damage After Oil Filter Replacement Models: 2010 and Prior Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being updated to add model years. Please discard Corporate Bulletin Number 07-06-01-016A (Section 06 - Engine/Propulsion System). Important Engine damage that is the result of an incorrect or improperly installed engine oil filter is not a warrantable claim. The best way to avoid oil filter quality concerns is to purchase ACDelco(R) oil filters directly from GMSPO. Oil filter misapplication may cause abnormal engine noise or internal damage. Always utilize the most recent parts information to ensure the correct part number filter is installed when replacing oil filters. Do not rely on physical dimensions alone. Counterfeit copies of name brand parts have been discovered in some aftermarket parts systems. Always ensure the parts you install are from a trusted source. Improper oil filter installation may result in catastrophic engine damage. Refer to the appropriate Service Information (SI) installation instructions when replacing any oil filter and pay particular attention to procedures for proper cartridge filter element alignment. If the diagnostics in SI (Engine Mechanical) lead to the oil filter as the cause of the internal engine noise or damage, dealers should submit a field product report. Refer to Corporate Bulletin Number 02-00-89-002I (Information for Dealers on How to Submit a Field Product Report). Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Filters > Oil Filter, Engine > Component Information > Technical Service Bulletins > Engine - Noise/Damage Oil Filter Application Importance > Page 1116 Oil Filter: Technical Service Bulletins Parts - OE and Aftermarket Oil Filters Revised Group Ref.: Warranty Administration Bulletin No.: 420502 Date: May, 1994 WARRANTY ADMINISTRATION SUBJECT: AC ROCHESTER ENGINE OIL FILTER IDENTIFICATION MODELS: 1994 PASSENGER CARS AND TRUCKS ATTENTION: DEALER SERVICE MANAGER/WARRANTY ADMINISTRATOR The purpose of this bulletin is to notify retail/wholesale service personnel of a running change to the AC Rochester Original Equipment engine oil filters. Due to an agreement to decrease the number of GMSPO part numbers, AC Rochester will phase in a decision to make all Original Equipment engine oil filters blue; same color used on AC aftermarket engine oil filters. This means that eventually the use of black Original Equipment engine oil filters will be discontinued. For the purpose of Warranty/Policy administration, the following will assist retail/wholesale service personnel in identifying the difference between blue Original Equipment and aftermarket engine oil filters: ^ AFTERMARKET FILTER: will continue to use "AC DURAGUARD OIL FILTER" label. ^ OE FILTER: will have a black bar code, Julian date code and the letters "OE" printed on the dome of the filter. At this time, it is anticipated that all OE engine oil filters will be changed by May 1994. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Hoses > Power Steering Line/Hose > Component Information > Technical Service Bulletins > Customer Interest: > 333213 > Nov > 93 > Alignment - Vehicle May Lead or Pull Power Steering Line/Hose: Customer Interest Alignment - Vehicle May Lead or Pull Group Ref.: Steering/Suspension Bulletin No.: 333213 Date: November, 1993 SUBJECT: VEHICLE MAY LEAD OR PULL (DIAGNOSE/SERVICE PROCEDURE) MODELS: 1992-94 BUICK SKYLARK 1992-94 CHEVROLET CAVALIER, CORSICA AND BERETTA 1992-94 OLDSMOBILE ACHIEVA 1992-94 PONTIAC SUNBIRD AND GRAND AM CONDITION: Some owners may experience that the vehicle may lead or pull. CORRECTION: DO NOT replace the steering gear to fix a lead or pull on 1993-94 vehicles as this will not solve the problem. It may temporarily mask the problem due to the higher internal friction in the new gear. However, the condition will resurface when the gear is worn in with mileage. On 1992-94 vehicles, the following procedure should be followed for lead and pull conditions: - Consult J/L/N lead/pull Corporate Bulletin # 073002. Previous divisional publication numbers were: Chevrolet 92-5O-3B Pontiac 92-3-3 Oldsmobile 92-T-20 GM of Canada 92-3-110 - Consult J/L/N memory steer Corporate Bulletin # 233303R. Previous divisional publication numbers were: Chevrolet 93-171-3B Buick 93-3-8 Pontiac 93-3-10 Oldsmobile 93-T-60 GM of Canada 93-3C-102 If the problem still exists, check system flows and pressures using gauge J 5176-D or J 25323-B. System flow should be 1.9 gpm - 2.3 gpm, back pressure at or less than 100 psi with wheels straight ahead and the engine at idle. If flows or pressures are out of specification, look for pinched or crimped steering hoses and check for blockages by blowing air through the steering lines. If problem still exists for 1992 V-6 vehicles only, evaluate vehicle for steering system induced lead/pull by coasting with vehicle in neutral and engine off. Restart the vehicle. A steering induced lead/pull will result in a significant, abrupt pull to the right. If this occurs, remove power steering cooler lines from the steering system, (refer to Section 3B in the Service Manual). Use the following hoses to connect directly from the steering gear to the pump reservoir inlet tube. 1. LHO engine (VIN T): Power steering cooler by-pass hose # 26038210 2. LG7 engine (VIN N): Power steering cooler by-pass hose # 26031205 If problem still persists on 1992 vehicles only, steering gear replacement can be attempted. 1993-94 vehicles have updated steering racks and should not require replacement for lead/pull conditions. Also on 1993-94 vehicles, there are no cooler lines; therefore, the above by-pass hoses do not apply. This is the latest information which should resolve any lead/pull conditions. Parts are expected to be available on November 8, 1993. WARRANTY INFORMATION: For vehicles repaired under warranty, use: Labor Operation Number: T3385 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Hoses > Power Steering Line/Hose > Component Information > Technical Service Bulletins > Customer Interest: > 333213 > Nov > 93 > Alignment - Vehicle May Lead or Pull > Page 1126 Labor Time: 0.6 hr. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Hoses > Power Steering Line/Hose > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 333213 > Nov > 93 > Alignment - Vehicle May Lead or Pull Power Steering Line/Hose: All Technical Service Bulletins Alignment - Vehicle May Lead or Pull Group Ref.: Steering/Suspension Bulletin No.: 333213 Date: November, 1993 SUBJECT: VEHICLE MAY LEAD OR PULL (DIAGNOSE/SERVICE PROCEDURE) MODELS: 1992-94 BUICK SKYLARK 1992-94 CHEVROLET CAVALIER, CORSICA AND BERETTA 1992-94 OLDSMOBILE ACHIEVA 1992-94 PONTIAC SUNBIRD AND GRAND AM CONDITION: Some owners may experience that the vehicle may lead or pull. CORRECTION: DO NOT replace the steering gear to fix a lead or pull on 1993-94 vehicles as this will not solve the problem. It may temporarily mask the problem due to the higher internal friction in the new gear. However, the condition will resurface when the gear is worn in with mileage. On 1992-94 vehicles, the following procedure should be followed for lead and pull conditions: - Consult J/L/N lead/pull Corporate Bulletin # 073002. Previous divisional publication numbers were: Chevrolet 92-5O-3B Pontiac 92-3-3 Oldsmobile 92-T-20 GM of Canada 92-3-110 - Consult J/L/N memory steer Corporate Bulletin # 233303R. Previous divisional publication numbers were: Chevrolet 93-171-3B Buick 93-3-8 Pontiac 93-3-10 Oldsmobile 93-T-60 GM of Canada 93-3C-102 If the problem still exists, check system flows and pressures using gauge J 5176-D or J 25323-B. System flow should be 1.9 gpm - 2.3 gpm, back pressure at or less than 100 psi with wheels straight ahead and the engine at idle. If flows or pressures are out of specification, look for pinched or crimped steering hoses and check for blockages by blowing air through the steering lines. If problem still exists for 1992 V-6 vehicles only, evaluate vehicle for steering system induced lead/pull by coasting with vehicle in neutral and engine off. Restart the vehicle. A steering induced lead/pull will result in a significant, abrupt pull to the right. If this occurs, remove power steering cooler lines from the steering system, (refer to Section 3B in the Service Manual). Use the following hoses to connect directly from the steering gear to the pump reservoir inlet tube. 1. LHO engine (VIN T): Power steering cooler by-pass hose # 26038210 2. LG7 engine (VIN N): Power steering cooler by-pass hose # 26031205 If problem still persists on 1992 vehicles only, steering gear replacement can be attempted. 1993-94 vehicles have updated steering racks and should not require replacement for lead/pull conditions. Also on 1993-94 vehicles, there are no cooler lines; therefore, the above by-pass hoses do not apply. This is the latest information which should resolve any lead/pull conditions. Parts are expected to be available on November 8, 1993. WARRANTY INFORMATION: For vehicles repaired under warranty, use: Labor Operation Number: T3385 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Hoses > Power Steering Line/Hose > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 333213 > Nov > 93 > Alignment - Vehicle May Lead or Pull > Page 1132 Labor Time: 0.6 hr. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Hoses > Power Steering Line/Hose > Component Information > Technical Service Bulletins > All Other Service Bulletins for Power Steering Line/Hose: > 07-06-01-023 > Dec > 07 > Engine - Oil Leaks From Front Crankshaft Seal Front Crankshaft Seal: All Technical Service Bulletins Engine - Oil Leaks From Front Crankshaft Seal Bulletin No.: 07-06-01-023 Date: December 05, 2007 TECHNICAL Subject: 60 Degree V6 Engine Oil Leak at Crankshaft Front Oil Seal (Use New Crankshaft Front Oil Seal Installer Tool EN-48869) Models: 1986-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) with 2.8L, 3.1L, 3.4L, 3.5L or 3.9L 60 Degree V6 Engine (VINs D, E, F, J, K, L, M, N, R, S, T, V, W, X, Z, 1, 3, 8, 9, W, R - RPOs LG6, LA1, LNJ, LG8, LL1 or LX9, L82, LL2, LB8, LHO, LG5, LB6, LE2 or LQ1, LH7, LC1, L44, LZ4, LZE, LZ9, LGD, LZ8, LZG) This bulletin does not apply to 2004-2007 Saturn VUE models with 3.5L DOHC V6 Engine (VIN 4 RPO L66) or 2005-2008 Cadillac CTS with 2.8L HFV6 Engine (VIN T - RPO LP1). This bulletin only applies to 60 degree V6 engines. Some of the discontinued 60 degree V6 engine VINs and RPOs may have carried over to other new model year engines and may no longer be a 60 degree V6 engine. So this bulletin may not apply. It is very important to verify that the information shown is correct before using this bulletin. If ALL the information from the vehicle (year, size, VIN Code, RPO) you're working on can be found under the models listed above, then this bulletin applies to that engine. If one or more of the vehicle's information can NOT be found under the models listed above, then this bulletin does NOT apply. Condition Some customers may comment on external oil leakage. Correction Before replacement of the crankshaft front oil seal, be sure the PCV system is operating correctly. Tools Required TOOLS WERE SHIPPED TO YOUR DEALERSHIPS. IF YOU HAVE NOT RECEIVED THEM OR THEY ARE LOST, PLEASE CALL GM SPECIAL SERVICE TOOLS AT 1-800-GM-TOOLS. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Hoses > Power Steering Line/Hose > Component Information > Technical Service Bulletins > All Other Service Bulletins for Power Steering Line/Hose: > 07-06-01-023 > Dec > 07 > Engine - Oil Leaks From Front Crankshaft Seal > Page 1138 The EN-48869 has a unique design to allow the technician to easily install the front crankshaft seal squarely to the correct depth and direction. Before proceeding with installation, review the illustration to become familiar with the tool. Removal Procedure Remove the crankshaft balancer. Refer to Crankshaft Balancer Replacement in SI. Use care not to damage the engine front cover or nick the crankshaft. Remove the crankshaft front oil seal (1) using a suitable tool. Installation Procedure Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Hoses > Power Steering Line/Hose > Component Information > Technical Service Bulletins > All Other Service Bulletins for Power Steering Line/Hose: > 07-06-01-023 > Dec > 07 > Engine - Oil Leaks From Front Crankshaft Seal > Page 1139 Lubricate the inside of the crankshaft front oil seal (1) with clean engine oil. Then install the seal to the installer body (2). Align the oil seal and installer body (1) with the engine front cover and crankshaft. Before installing the force screw, apply a small amount of the Extreme Pressure Lubricant J 23444-A, provided in the tool kit, to the force screw. Install the drive nut (4) onto the threaded force screw shaft (5), washer (3), and bearing (2). Then install to the installer body (1) and tighten the force screw to the crankshaft by hand. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Hoses > Power Steering Line/Hose > Component Information > Technical Service Bulletins > All Other Service Bulletins for Power Steering Line/Hose: > 07-06-01-023 > Dec > 07 > Engine - Oil Leaks From Front Crankshaft Seal > Page 1140 Using a wrench, turn the drive nut on the threaded force screw shaft (2), this will push the seal into the engine front cover. Continue to turn the drive nut (2) with the wrench until the installer body (1) is snug and flush against the engine front cover. Loosen and remove the drive nut from the threaded force screw shaft, washer, bearing, and installer body. Verify that the seal has seated properly, flush against front cover flange (1). Install the crankshaft balancer. Refer to Crankshaft Balancer Replacement in SI. Inspect for proper fluid levels. Inspect for leaks. Parts Information Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Hoses > Power Steering Line/Hose > Component Information > Technical Service Bulletins > All Other Service Bulletins for Power Steering Line/Hose: > 07-06-01-023 > Dec > 07 > Engine - Oil Leaks From Front Crankshaft Seal > Page 1141 Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Hoses > Power Steering Line/Hose > Component Information > Technical Service Bulletins > All Other Service Bulletins for Power Steering Line/Hose: > 07-06-01-023 > Dec > 07 > Engine - Oil Leaks From Front Crankshaft Seal > Page 1147 The EN-48869 has a unique design to allow the technician to easily install the front crankshaft seal squarely to the correct depth and direction. Before proceeding with installation, review the illustration to become familiar with the tool. Removal Procedure Remove the crankshaft balancer. Refer to Crankshaft Balancer Replacement in SI. Use care not to damage the engine front cover or nick the crankshaft. Remove the crankshaft front oil seal (1) using a suitable tool. Installation Procedure Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Hoses > Power Steering Line/Hose > Component Information > Technical Service Bulletins > All Other Service Bulletins for Power Steering Line/Hose: > 07-06-01-023 > Dec > 07 > Engine - Oil Leaks From Front Crankshaft Seal > Page 1148 Lubricate the inside of the crankshaft front oil seal (1) with clean engine oil. Then install the seal to the installer body (2). Align the oil seal and installer body (1) with the engine front cover and crankshaft. Before installing the force screw, apply a small amount of the Extreme Pressure Lubricant J 23444-A, provided in the tool kit, to the force screw. Install the drive nut (4) onto the threaded force screw shaft (5), washer (3), and bearing (2). Then install to the installer body (1) and tighten the force screw to the crankshaft by hand. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Hoses > Power Steering Line/Hose > Component Information > Technical Service Bulletins > All Other Service Bulletins for Power Steering Line/Hose: > 07-06-01-023 > Dec > 07 > Engine - Oil Leaks From Front Crankshaft Seal > Page 1149 Using a wrench, turn the drive nut on the threaded force screw shaft (2), this will push the seal into the engine front cover. Continue to turn the drive nut (2) with the wrench until the installer body (1) is snug and flush against the engine front cover. Loosen and remove the drive nut from the threaded force screw shaft, washer, bearing, and installer body. Verify that the seal has seated properly, flush against front cover flange (1). Install the crankshaft balancer. Refer to Crankshaft Balancer Replacement in SI. Inspect for proper fluid levels. Inspect for leaks. Parts Information Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Hoses > Power Steering Line/Hose > Component Information > Technical Service Bulletins > All Other Service Bulletins for Power Steering Line/Hose: > 07-06-01-023 > Dec > 07 > Engine - Oil Leaks From Front Crankshaft Seal > Page 1150 Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Brake Fluid > Component Information > Technical Service Bulletins > Brake Fluid - Level & Filling Recommendations Brake Fluid: Technical Service Bulletins Brake Fluid - Level & Filling Recommendations File In Section: 05 - Brakes Bulletin No.: 00-05-22-004 Date: May, 2000 INFORMATION Subject: Brake Fluid Level and Filling Recommendations Models: 2001 and Prior Passenger Cars and Trucks Many dealers and after-market repair shops advertise multi-point fluid "top-ups" in conjunction with oil changes or regular maintenance packages. These offers often include adding brake fluid to the master cylinder reservoir. There are only two reasons why the brake fluid level in the brake reservoir might go down. The first is that the brake fluid level goes down an acceptable level during normal brake lining wear. When the linings are replaced, the fluid will return to it's original level. The second possible reason for a low fluid level is that fluid is leaking out of the brake system. If fluid is leaking, the brake system requires repair and adding additional fluid will not correct the leak. If the system was properly filled during delivery of the vehicle, no additional fluid should be required under most circumstances between brake pad and/or shoe replacements. This information can be reinforced with the customer by referring them to the Brake Fluid section of their vehicle's Owner's Manual. Guidelines GM vehicles have incorporated a variety of brake fluid reservoir styles. The following guidelines are restricted to the plastic bodied fluid reservoirs and do not affect the original service recommendations for the older style metal bodied units. You may encounter both black plastic and translucent style reservoirs. You may have reservoirs with: ^ A MAX fill mark only ^ A MIN fill mark only ^ Both MAX and MIN marks The translucent style reservoirs do not have to have the covers removed in order to view the fluid level. It is a good practice not to remove the reservoir cover unless necessary to reduce the possibility of contaminating the system. Use the following guidelines to assist in determining the proper fluid level. Important: When adding brake fluid, use Delco Supreme II(R) Brake Fluid, GM P/N 12377967 or equivalent brand bearing the DOT-3 rating only. Important: At no time should the fluid level be allowed to remain in an overfilled condition. Overfilling the brake reservoir may put unnecessary stress on the seals and cover of the reservoir. Use the following guidelines to properly maintain the fluid level. If the reservoir is overfilled, siphon out the additional fluid to comply with the guidelines below. Important: If under any circumstance the brake fluid level is extremely low in the reservoir or the BRAKE warning indicator is illuminated, the brake system should be checked for leaks and the system repaired in addition to bringing the fluid level up to the recommended guidelines outlined below. A leaking brake system will have reduced braking performance and will eventually not work at all. Important: Some vehicles have reservoirs that are very sensitive to brake fluid levels and may cause the BRAKE indicator to flicker on turns as the fluid approaches the minimum required level. If you encounter a vehicle with this concern, increase the fluid level staying within the guidelines outlined below. ^ If the reservoir has a MAX level indicator, the reservoir should be returned to the MAX marking only at the time new brake pads and/or shoes are installed. If the reservoir fluid level is at the half-way point or above do not attempt to add additional brake fluid during routine fluid checks. ^ If the reservoir has both MAX and MIN indicators, the fluid level should be maintained above the MIN indicator during routine fluid checks and returned to the MAX indication only after new brake pads and/or shoes are installed. ^ For reservoirs with only a MIN indication, the fluid level should be maintained above the MIN indicator during routine fluid checks. Return the Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Brake Fluid > Component Information > Technical Service Bulletins > Brake Fluid - Level & Filling Recommendations > Page 1156 reservoir fluid level to full only after installing new brake pads and/or shoes. A full reservoir is indicated on translucent, snap cover reservoirs by a fluid level even with the top level of the view window imprinted into the side of the reservoir. On screw top models in black or translucent plastic, the full level is just below the bottom of the filler neck. Parts Information Part Number Description 12377967 Brake Fluid Parts are currently available from GMSPO. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Brake Fluid > Component Information > Technical Service Bulletins > Page 1157 Brake Fluid: Specifications Brake System DOT 3 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Clutch Fluid > Component Information > Specifications > Capacity Specifications Clutch Fluid: Capacity Specifications Fill the clutch master cylinder to the "Full" or "MAX" mark on the reservoir. Do not overfill. Caution: Should accidental spillage occur, rinse the area thoroughly with water. Pay special attention to any electrical wires, parts, harnesses, rubber or painted surfaces. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Clutch Fluid > Component Information > Specifications > Capacity Specifications > Page 1162 Clutch Fluid: Fluid Type Specifications Hydraulic Clutch Fluid ........................................................................................................................................ GM P/N 12345347 or DOT 3 Brake Fluid Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Coolant > Component Information > Technical Service Bulletins > Cooling System - Coolant Recycling Information Coolant: Technical Service Bulletins Cooling System - Coolant Recycling Information Bulletin No.: 00-06-02-006D Date: August 15, 2006 INFORMATION Subject: Engine Coolant Recycling and Warranty Information Models: 2007 and Prior GM Passenger Cars and Trucks (Including Saturn) 2007 and Prior HUMMER Vehicles 2005-2007 Saab 9-7X Attention: Please address this bulletin to the Warranty Claims Administrator and the Service Manager. Supercede: This bulletin is being revised to adjust the title and Include Warranty Information. Please discard Corporate Bulletin Number 00-06-02-006C (Section 06 - Engine/Propulsion System). Coolant Reimbursement Policy General Motors supports the use of recycled engine coolant for warranty repairs/service, providing a GM approved engine coolant recycling system is used. Recycled coolant will be reimbursed at the GMSPO dealer price for new coolant plus the appropriate mark-up. When coolant replacement is required during a warranty repair, it is crucial that only the relative amount of engine coolant concentrate be charged, not the total diluted volume. In other words: if you are using two gallons of pre-diluted (50:50) recycled engine coolant to service a vehicle, you may request reimbursement for one gallon of GM Goodwrench engine coolant concentrate at the dealer price plus the appropriate warranty parts handling allowance. Licensed Approved DEX-COOL(R) Providers Important: USE OF NON-APPROVED VIRGIN OR RECYCLED DEX-COOL(R) OR DEVIATIONS IN THE FORM OF ALTERNATE CHEMICALS OR ALTERATION OF EQUIPMENT, WILL VOID THE GM ENDORSEMENT, MAY DEGRADE COOLANT SYSTEM INTEGRITY AND PLACE THE COOLING SYSTEM WARRANTY UNDER JEOPARDY. Shown in Table 1 are the only current licensed and approved providers of DEX-COOL(R). Products that are advertised as "COMPATIBLE" or "RECOMMENDED" for use with DEX-COOL(R) have not been tested or approved by General Motors. Non-approved coolants may degrade the Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Coolant > Component Information > Technical Service Bulletins > Cooling System - Coolant Recycling Information > Page 1167 coolant system integrity and will no longer be considered a 5 yr/150,000 mile (240,000 km) coolant. Coolant Removal Services/Recycling The tables include all coolant recycling processes currently approved by GM. Also included is a primary phone number and demographic information. Used DEX-COOL(R) can be combined with used conventional coolant (green) for recycling. Depending on the recycling service and/or equipment, it is then designated as a conventional 2 yr/30,000 mile (50,000 km) coolant or DEX-COOL(R) 5 yr/150,000 mile (240,000 km) coolant. Recycled coolants as designated in this bulletin may be used during the vehicle(s) warranty period. DEX-COOL(R) Recycling The DEX-COOL(R) recycling service listed in Table 2 has been approved for recycling waste engine coolants (DEX-COOL) or conventional) to DEX-COOL(R) with 5 yr/150,000 mile (240,000 km) usability. Recycling Fluid Technologies is the only licensed provider of Recycled DEX-COOL(R) meeting GM6277M specifications and utilizes GM approved inhibitor packages. This is currently a limited program being monitored by GM Service Operations which will be expanded as demand increases. Conventional (Green) Recycling Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Coolant > Component Information > Technical Service Bulletins > Cooling System - Coolant Recycling Information > Page 1168 Processes shown in the Table 3 are capable of recycling waste engine coolants (DEX-COOL(R) or conventional) to a conventional (green) coolant. Recycling conventional coolant can be accomplished at your facility by a technician using approved EQUIPMENT (listed by model number in Table 3), or by an approved coolant recycling SERVICE which may recycle the coolant at your facility or at an offsite operation. Refer to the table for GM approved coolant recyclers in either of these two categories. Should you decide to recycle the coolant yourself, strict adherence to the operating procedures is imperative. Use ONLY the inhibitor chemicals supplied by the respective (GM approved) recycling equipment manufacturer. Sealing Tablets Cooling System Sealing Tablets (Seal Tabs) should not be used as a regular maintenance item after servicing an engine cooling system. Discoloration of coolant can occur if too many seal tabs have been inserted into the cooling system. This can occur if seal tabs are repeatedly used over the service life of a vehicle. Where appropriate, seal tabs may be used if diagnostics fail to repair a small leak in the cooling system. When a condition appears in which seal tabs may be recommended, a specific bulletin will be released describing their proper usage. Water Quality The integrity of the coolant is dependent upon the quality of DEX-COOL(R) and water. DEX-COOL(R) is a product that has enhanced protection capability as well as an extended service interval. These enhanced properties may be jeopardized by combining DEX-COOL(R) with poor quality water. If you suspect the water in your area of being poor quality, it is recommended you use distilled or de-ionized water with DEX-COOL(R). "Pink" DEX-COOL(R) DEX-COOL(R) is orange in color to distinguish it from other coolants. Due to inconsistencies in the mixing of the dyes used with DEX-COOL(R), some batches may appear pink after time. The color shift from orange to pink does not affect the integrity of the coolant, and still maintains the 5 yr/150,000 mile (240,000 km) service interval. Back Service Only use DEX-COOL(R) if the vehicle was originally equipped with DEX-COOL(R). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Coolant > Component Information > Technical Service Bulletins > Cooling System - Coolant Recycling Information > Page 1169 Contamination Mixing conventional green coolant with DEX-COOL(R) will degrade the service interval from 5 yrs./150,000 miles (240,000 km) to 2 yrs./30,000 miles (50,000 km) if left in the contaminated condition. If contamination occurs, the cooling system must be flushed twice immediately and re-filled with a 50/50 mixture of DEX-COOL(R) and clean water in order to preserve the enhanced properties and extended service interval of DEX-COOL(R). After 5 years/150,000 miles (240,000 km) After 5 yrs/150,000 miles (240,000 km), the coolant should be changed, preferably using a coolant exchanger. If the vehicle was originally equipped with DEX-COOL(R) and has not had problems with contamination from non-DEX-COOL(R) coolants, then the service interval remains the same, and the coolant does not need to be changed for another 5 yrs/150,000 miles (240,000 km) Equipment (Coolant Exchangers) The preferred method of performing coolant replacement is to use a coolant exchanger. A coolant exchanger can replace virtually all of the old coolant with new coolant. Coolant exchangers can be used to perform coolant replacement without spillage, and facilitate easy waste collection. They can also be used to lower the coolant level in a vehicle to allow for less messy servicing of cooling system components. It is recommended that you use a coolant exchanger with a vacuum feature facilitates removing trapped air from the cooling system. This is a substantial time savings over repeatedly thermo cycling the vehicle and topping-off the radiator. The vacuum feature also allows venting of a hot system to relieve system pressure. Approved coolant exchangers are available through the GMDE (General Motors Dealer Equipment) program. For refilling a cooling system that has been partially or fully drained for repairs other than coolant replacement, the Vac-N-Fill Coolant Refill Tool (GE-47716) is recommended to facilitate removal of trapped air from the cooling system during refill. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Coolant > Component Information > Technical Service Bulletins > Cooling System - Coolant Recycling Information > Page 1170 Coolant: Technical Service Bulletins Engine Coolant - Information on Back Service File In Section: 6 - Engine Bulletin No: 53-62-02 Date: November, 1995 Subject: DEX-COOL(TM) Engine Coolant - Information on Back service Models: 1994-95 Passenger Cars and Trucks A new extended-life engine coolant called DEX-COOL(TM) is currently being used in all General Motors' vehicles (excluding Chevrolet Geo and Saturn). Refer to bulletin 53-62-01 for general service information. Backservice DEX-COOL(TM) may be used in General Motors vehicles originally built with conventional (green) coolant with the following considerations: ^ Vehicles eligible for back service are 1994 and 1995 models (excluding 1994 J Body with 4 cylinder engines). ^ The service interval for DEX-COOL(TM) introduced into an older model vehicle originally built with "green" coolant will be 2 years/30,000 miles (50,000 Km) (not 5 years/100,000 miles (160,000 Km)). ^ All the "green" coolant must be removed from the cooling system by means of a system flush. This may be accomplished with a water flushing device or a GMDE waterless coolant changer (use a unit dedicated to "green" coolant, not DEX-COOL TM). Important: When using a GMDE waterless coolant changer, conduct the procedure twice, once with water, and once with DEX-COOL(TM) Backservice with DEX-COOL(TM) is advocated because of enhanced water pump seal durability experienced with this coolant. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Coolant > Component Information > Technical Service Bulletins > Cooling System - Coolant Recycling Information > Page 1171 Coolant: Technical Service Bulletins Warranty - Recycled Engine Coolant Policy Group Ref.: Warranty Administration Bulletin No.: 310504 Date: February, 1994 WARRANTY ADMINISTRATION SUBJECT: RECYCLED ENGINE COOLANT POLICY MODELS: 1994 AND PRIOR PASSENGER CARS AND TRUCKS ATTENTION: WARRANTY CLAIMS ADMINISTRATOR AND SERVICE MANAGER General Motors supports the use of recycled engine coolant for warranty repairs/service, providing a GM approved engine coolant recycling system is used. For detailed information on GM approved engine coolant recycling equipment guidelines refer to the following bulletins: Cadillac 93-1-18, GMC Truck 93-6B-34, Chevrolet 93-73-6B, Pontiac 93-6-18, Oldsmobile 1-93-43, Buick 93-6B-1 (Corporate Number 236203). Recycled coolant will be reimbursed at the GMSPO dealer price for new coolant plus the appropriate mark-up. When coolant replacement is required during a warranty repair, it is crucial to assure that only the relative amount of engine coolant concentrate be charged, not the total diluted volume. In other words, if you are using two gallons of pre-diluted (50:50) recycled engine coolant to service a vehicle, you may request reimbursement for one gallon of Goodwrench engine coolant concentrate at the dealer price plus the appropriate warranty parts handling allowance. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Coolant > Component Information > Technical Service Bulletins > Cooling System - Coolant Recycling Information > Page 1172 Coolant: Technical Service Bulletins Coolant - Information on Propylene Glycol Usage File In Section: 6 - Engine Bulletin No.: 43-62-01B Date: April, 1995 Subject: Propylene Glycol Engine Coolant Models: 1994 and Prior Passenger Cars and Trucks This bulletin is being revised to reflect most current information on propylene glycol engine coolant. Please discard Corporate Bulletin Number 4362O1A (Group Reference 6 - Engine). General Motors has been reviewing data supplied on the performance of propylene glycol engine coolant in GM vehicles. It is our conclusion that propylene glycol engine coolant will perform adequately under most vehicle operating conditions. As a result, propylene glycol engine coolant (meeting performance specification GM 1825M) may be used in GM vehicles and will not affect the warranty coverage. Prior to adding propylene glycol engine coolant to the cooling system, all the existing (ethylene glycol) coolant must be removed. This can be accomplished either by utilizing water-based coolant flushing equipment or "waterless quick change" equipment available in the GMDE program. As with any coolant change procedure, be sure to thoroughly purge the heater core and block as well as the radiator before attempting to convert the system to propylene glycol coolant. Freeze/Boil point levels are different for propylene glycol than for ethylene glycol engine coolant. To accurately determine freeze/boil protection level, it is imperative that coolants not be mixed. Removing all the used coolant as previously discussed resolves this concern. Freeze protection of propylene glycol cannot be determined using a standard hydrometer. Rather, a refractometer or test strip must be used. Propylene glycol engine coolants may be recycled in the same manner as conventional ethylene glycol coolant. No adverse effects will be encountered if these coolants are mixed prior to recycling, however, the ratio of propylene glycol coolant to ethylene glycol coolant should be kept low to minimize the effects on freeze point measurements. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Coolant > Component Information > Technical Service Bulletins > Page 1173 Coolant: Specifications Coolant Capacity, Qts. ......................................................................................................................... .............................................................................13.7 Radiator Cap Relief Pressure, Lbs. ................ .............................................................................................................................................................. ........15 Thermo. Opening Temp. ° F ................................................................................................... ...........................................................................................195 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Fluid - A/T > Component Information > Technical Service Bulletins > A/T - DEXRON(R)-VI Fluid Information Fluid - A/T: Technical Service Bulletins A/T - DEXRON(R)-VI Fluid Information INFORMATION Bulletin No.: 04-07-30-037E Date: April 07, 2011 Subject: Release of DEXRON(R)-VI Automatic Transmission Fluid (ATF) Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2007 Saturn Relay 2005 and Prior Saturn L-Series 2005-2007 Saturn ION 2005-2008 Saturn VUE with 4T45-E 2005-2008 Saab 9-7X Except 2008 and Prior Chevrolet Aveo, Equinox Except 2006 and Prior Chevrolet Epica Except 2007 and Prior Chevrolet Optra Except 2008 and Prior Pontiac Torrent, Vibe, Wave Except 2003-2005 Saturn ION with CVT or AF23 Only Except 1991-2002 Saturn S-Series Except 2008 and Prior Saturn VUE with CVT, AF33 or 5AT (MJ7/MJ8) Transmission Only Except 2008 Saturn Astra Attention: DEXRON(R)-VI Automatic Transmission Fluid (ATF) is the only approved fluid for warranty repairs for General Motors transmissions/transaxles requiring DEXRON(R)-III and/or prior DEXRON(R) transmission fluids. Supercede: This bulletin is being revised to update information. Please discard Corporate Bulletin Number 04-07-30-037D (Section 07 - Transmission/Transaxle). MANUAL TRANSMISSIONS / TRANSFER CASES and POWER STEERING The content of this bulletin does not apply to manual transmissions or transfer cases. Any vehicle that previously required DEXRON(R)-III for a manual transmission or transfer case should now use P/N 88861800. This fluid is labeled Manual Transmission and Transfer Case Fluid. Some manual transmissions and transfer cases require a different fluid. Appropriate references should be checked when servicing any of these components. Power Steering Systems should now use P/N 9985010 labeled Power Steering Fluid. Consult the Parts Catalog, Owner's Manual, or Service Information (SI) for fluid recommendations. Some of our customers and/or General Motors dealerships/Saturn Retailers may have some concerns with DEXRON(R)-VI and DEXRON(R)-III Automatic Transmission Fluid (ATF) and transmission warranty claims. DEXRON(R)-VI is the only approved fluid for warranty repairs for General Motors transmissions/transaxles requiring DEXRON(R)-III and/or prior DEXRON(R) transmission fluids (except as noted above). Please remember that the clean oil reservoirs of the J-45096 - Flushing and Flow Tester machine should be purged of DEXRON(R)-III and filled with DEXRON(R)-VI for testing, flushing or filling General Motors transmissions/transaxles (except as noted above). DEXRON(R)-VI can be used in any proportion in past model vehicles equipped with an automatic transmission/transaxle in place of DEXRON(R)-III (i.e. topping off the fluid in the event of a repair or fluid change). DEXRON(R)-VI is also compatible with any former version of DEXRON(R) for use in automatic transmissions/transaxles. DEXRON(R)-VI ATF General Motors Powertrain has upgraded to DEXRON(R)-VI ATF with the start of 2006 vehicle production. Current and prior automatic transmission models that had used DEXRON(R)-III must now only use DEXRON(R)-VI. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Fluid - A/T > Component Information > Technical Service Bulletins > A/T - DEXRON(R)-VI Fluid Information > Page 1178 All 2006 and future model transmissions that use DEXRON(R)-VI are to be serviced ONLY with DEXRON(R)-VI fluid. DEXRON(R)-VI is an improvement over DEXRON(R)-III in the following areas: * These ATF change intervals remain the same as DEXRON(R)-III for the time being. 2006-2008 Transmission Fill and Cooler Flushing Some new applications of the 6L80 six speed transmission will require the use of the J 45096 Flushing and Flow Tester to accomplish transmission fluid fill. The clean oil reservoir of the machine should be purged of DEXRON(R)-III and filled with DEXRON(R)-VI. Parts Information Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Fluid - A/T > Component Information > Technical Service Bulletins > A/T - DEXRON(R)-VI Fluid Information > Page 1179 Fluid - A/T: Technical Service Bulletins A/T - Water Or Coolant Contamination Information INFORMATION Bulletin No.: 08-07-30-035B Date: November 01, 2010 Subject: Information on Water or Ethylene Glycol in Transmission Fluid Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks with Automatic Transmission Supercede: This bulletin is being revised to update model years. Please discard Corporate Bulletin Number 08-07-30-035A (Section 07 - Transmission/Transaxle). Water or ethylene glycol in automatic transmission fluid (ATF) is harmful to internal transmission components and will have a negative effect on reliability and durability of these parts. Water or ethylene glycol in ATF will also change the friction of the clutches, frequently resulting in shudder during engagement or gear changes, especially during torque converter clutch engagement. Indications of water in the ATF may include: - ATF blowing out of the transmission vent tube. - ATF may appear cloudy or, in cases of extreme contamination, have the appearance of a strawberry milkshake. - Visible water in the oil pan. - A milky white substance inside the pan area. - Spacer plate gaskets that appear to be glued to the valve body face or case. - Spacer plate gaskets that appear to be swollen or wrinkled in areas where they are not compressed. - Rust on internal transmission iron/steel components. If water in the ATF has been found and the source of the water entry has not been identified, or if a leaking in-radiator transmission oil cooler is suspected (with no evidence of cross-contamination in the coolant recovery reservoir), a simple and quick test kit is available that detects the presence of ethylene glycol in ATF. The "Gly-Tek" test kit, available from the Nelco Company, should be obtained and the ATF tested to make an accurate decision on the need for radiator replacement. This can help to prevent customer comebacks if the in-radiator transmission oil cooler is leaking and reduce repair expenses by avoiding radiator replacement if the cooler is not leaking. These test kits can be obtained from: Nelco Company Test kits can be ordered by phone or through the website listed above. Orders are shipped standard delivery time but can be shipped on a next day delivery basis for an extra charge. One test kit will complete 10 individual fluid sample tests. For vehicles repaired under warranty, the cost of the complete test kit plus shipping charges should be divided by 10 and submitted on the warranty claim as a net item. The transmission should be repaired or replaced based on the normal cost comparison procedure. Important If water or coolant is found in the transmission, the following components MUST be replaced. - Replace all of the rubber-type seals. - Replace all of the composition-faced clutch plates and/or bands. - Replace all of the nylon parts. - Replace the torque converter. - Thoroughly clean and rebuild the transmission, using new gaskets and oil filter. Important The following steps must be completed when repairing or replacing. Flush and flow check the transmission oil cooler using J 45096. Refer to Corporate Bulletin Number 02-07-30-052F- Automatic Transmission Oil Cooler Flush and Flow Test Essential Tool J 45096 TransFlow. - Thoroughly inspect the engine cooling system and hoses and clean/repair as necessary. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Fluid - A/T > Component Information > Technical Service Bulletins > A/T - DEXRON(R)-VI Fluid Information > Page 1180 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Fluid - A/T > Component Information > Technical Service Bulletins > A/T - DEXRON(R)-VI Fluid Information > Page 1181 Fluid - A/T: Technical Service Bulletins A/T - DEXRON III Fluid Introduction File In Section: 0 - General Information Bulletin No.: 57-02-01 Date: March, 1995 SERVICE MANUAL UPDATE Subject: Section 0 - General Information - DEXRON(R)-III Transmission Fluid Introduction Models: 1995 and Prior Passenger Cars and Trucks General Motors has phased in a new automatic transmission fluid, DEXRON(R)-III, that does not need replacing under normal service. DEXRON(R)-III is designed to help the transmission deliver the best possible performance under all conditions. Refer to Figure 1. The improvements in DEXRON(R)-III include better friction stability, more high temperature oxidation stability and better material compatibility. DEXRON(R)-III has the same low temperature fluidity as DEXRON(R)-IIE, for better transmission performance in cold weather. DEXRON(R)-IIE and DEXRON(R)-III are fully compatible. DEXRON(R)-III is fully compatible with any General Motors passenger vehicle or light truck with automatic transmission and built since 1949. Dealers should require their supplier to include the DEXRON(R)-III license number on all automatic transmission fluid invoices. Starting February 1, 1994 DEXRON(R)-III was phased into all North American assembly plants. DEXRON(R)-III fluid is available from GMSPO (see fluid numbers below): U.S. 1 Quart 12346143 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Fluid - A/T > Component Information > Technical Service Bulletins > A/T - DEXRON(R)-VI Fluid Information > Page 1182 1 Gallon 12346144 55 Gallon 12346145 In Canada 1 Liter 10952622 4 Liter 10952623 200 Liter 10952624 The 1995 Automatic Transmission/Transaxle fluid change intervals are the following: (1994 and prior should use the schedules as written in the Owner's Manual.) If the vehicle is mainly driven under one or more of these conditions: In heavy city traffic where the outside temperature regularly reaches 90°F (32°C) or higher. In hilly or mountainous terrain. When doing frequent trailer towing. Uses such as found in taxi, police car or delivery service. Change the fluid and filter every 50,000 miles (63,000 km). If the vehicle is not used mainly under any of these conditions, the fluid and filter do not require periodic changing for vehicles under 8,600 GVWR. Vehicles over 8,600 GVWR change the fluid and filter every 50,000 miles (83,000 km) regardless of driving conditions. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Fluid - A/T > Component Information > Specifications > Capacity Specifications Fluid - A/T: Capacity Specifications CAPACITIES ....................................................................................................................................... ................................................................ QUARTS Pan Capacity ....................................................................................................................................... .............................................................................. 4.0 Total (Overhaul) Capacity Without Torque Converter ............................................................................................................................................. ................................................. 7.0 With Torque Converter ................................................................ ................................................................................................................................... 9.0 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Fluid - A/T > Component Information > Specifications > Capacity Specifications > Page 1185 Fluid - A/T: Fluid Type Specifications Fluid Type ............................................................................................................................................ ................................................................ Dexron IIE Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Fluid - A/T > Component Information > Specifications > Page 1186 Fluid - A/T: Service and Repair NOTE: Use only Dexron IIE automatic transmission fluid To check fluid, drive vehicle for at least 15 minutes to bring fluid to operating temperature (200°F). With vehicle on a level surface and engine idling in Park and parking brake applied, the level on the dipstick should be at the ``Full'' mark. To bring the fluid level from the ADD mark to the FULL mark requires one pint of fluid. If vehicle cannot be driven sufficiently to bring fluid to operating temperature, the level on the dipstick should be between the two dimples on the dipstick with fluid temperature at 70°F. Note that the two dimples are located above the FULL mark. If additional fluid is required, use only Dexron II automatic transmission fluid. An early change to a darker color from the usual red color and or a strong odor that is usually associated with overheated fluid is normal and should not be considered as a positive sign of required maintenance or unit failure. When adding fluid, do not overfill, as foaming and loss of fluid through the vent may occur as the fluid heats up. Also, if fluid level is too low, complete loss of drive may occur especially when cold, which can cause transmission failure. Every 100,000 miles, the oil should be drained, the oil pan removed, the screen cleaned and fresh fluid added. For vehicles subjected to more severe use such as heavy city traffic especially in hot weather, prolonged periods of idling or towing, this maintenance should be performed every 15,000 miles. 1. Raise and support vehicle, then position drain pan under oil pan. 2. Remove front and side oil pan attaching bolts, then loosen rear pan attaching bolts. 3. Carefully pry oil pan loose from transaxle case and allow fluid to drain. 4. Remove remaining attaching bolt, oil pan and gasket. Thoroughly clean pan before reinstalling. 5. Remove and discard screen and O-ring seal. 6. Install replacement screen and O-ring seal, locating screen against dipstick stop. 7. Install gasket on oil pan, then install pan and torque attaching bolts to 8 ft. lbs. 8. Lower vehicle and add approximately 4 qts. of fluid. 9. With selector in park, parking brake applied and engine at idle speed and operating temperature, check fluid level and add fluid as necessary. Do not race engine. Move shift lever through ranges, then back to ``Park'' position. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Fluid - M/T > Component Information > Specifications > Capacity Specifications Fluid - M/T: Capacity Specifications NVG-T550 5 Speed Manual Transaxle Fluid Capacity Approx. 2.0 liters 2.1 quarts Isuzu 76mm 5 Speed Manual Transaxle Fluid Capacity Approx. 1.9 Liters 2.0 Quarts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Fluid - M/T > Component Information > Specifications > Capacity Specifications > Page 1191 Fluid - M/T: Fluid Type Specifications NVG-T550 5 Speed Manual Transaxle Fluid Type Synchromesh Transmission Fluid (GM Part No 12345349) or equivalent. Isuzu 76mm 5 Speed Manual Transaxle Fluid Type Synchromesh Transmission Fluid (GM Part No 12345349) or equivalent. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Fluid - M/T > Component Information > Service and Repair > With Isuzu 76mm 5 Speed Manual Transaxle Fluid - M/T: Service and Repair With Isuzu 76mm 5 Speed Manual Transaxle FLUID LEVEL INSPECT ^ Fluid level only when the engine is "OFF", the vehicle is level and the transaxle is cold. To check the fluid level, remove and read the fluid level indicator. If it indicates "Add" or below, use synchromesh transaxle fluid GM P/N 12345349 or equivalent lubricant to fill transaxle to the "Full" level. IMPORTANT: The fluid level indicator must be fully seated during vehicle operation or leakage will occur at the vent plug. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Fluid - M/T > Component Information > Service and Repair > With Isuzu 76mm 5 Speed Manual Transaxle > Page 1194 Fluid - M/T: Service and Repair With NVG-T550 5 Speed Manual Transaxle FLUID LEVEL INSPECT ^ Fluid level only when the engine is "OFF", the vehicle is level and the transaxle is cold. To check the fluid level, remove and read the fluid level indicator. If it indicates "Add" or below, use synchromesh transaxle fluid GM P/N 12345349 or equivalent lubricant to fill transaxle to the "Full" level. IMPORTANT: The fluid level indicator must be fully seated during vehicle operation or leakage will occur at the vent plug. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Engine Oil > Component Information > Technical Service Bulletins > Engine - GM dexos 1 and dexos 2(R) Oil Specifications Engine Oil: Technical Service Bulletins Engine - GM dexos 1 and dexos 2(R) Oil Specifications INFORMATION Bulletin No.: 11-00-90-001 Date: March 14, 2011 Subject: Global Information for GM dexos1(TM) and GM dexos2(TM) Engine Oil Specifications for Spark Ignited and Diesel Engines, Available Licensed Brands, and Service Fill for Adding or Complete Oil Change Models: 2012 and Prior GM Passenger Cars and Trucks Excluding All Vehicles Equipped with Duramax(TM) Diesel Engines GM dexos 1(TM) Information Center Website Refer to the following General Motors website for dexos 1(TM) information about the different licensed brands that are currently available: http://www.gmdexos.com GM dexos 1(TM) Engine Oil Trademark and Icons The dexos(TM) specification and trademarks are exclusive to General Motors, LLC. Only those oils displaying the dexos‹›(TM) trademark and icon on the front label meet the demanding performance requirements and stringent quality standards set forth in the dexos‹›(TM) specification. Look on the front label for any of the logos shown above to identify an authorized, licensed dexos 1(TM) engine oil. GM dexos 1(TM) Engine Oil Specification Important General Motors dexos 1(TM) engine oil specification replaces the previous General Motors specifications GM6094M, GM4718M and GM-LL-A-025 for most GM gasoline engines. The oil specified for use in GM passenger cars and trucks, PRIOR to the 2011 model year remains acceptable for those previous vehicles. However, dexos 1(TM) is backward compatible and can be used in those older vehicles. In North America, starting with the 2011 model year, GM introduced dexos 1(TM) certified engine oil as a factory fill and service fill for gasoline engines. The reasons for the new engine oil specification are as follows: - To meet environmental goals such as increasing fuel efficiency and reducing engine emissions. - To promote long engine life. - To minimize the number of engine oil changes in order to help meet the goal of lessening the industry's overall dependence on crude oil. dexos 1(TM) is a GM-developed engine oil specification that has been designed to provide the following benefits: - Further improve fuel economy, to meet future corporate average fuel economy (CAFE) requirements and fuel economy retention by allowing the oil to maintain its fuel economy benefits throughout the life of the oil. - More robust formulations for added engine protection and aeration performance. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Engine Oil > Component Information > Technical Service Bulletins > Engine - GM dexos 1 and dexos 2(R) Oil Specifications > Page 1199 - Support the GM Oil Life System, thereby minimizing the replacement of engine oil, before its life has been depleted. - Reduce the duplication of requirements for a large number of internal GM engine oil specifications. International Lubricants Standardization and Approval Committee (ILSAC) GF-5 Standard In addition to GM dexos 1(TM), a new International Lubricants Standardization and Approval Committee (ILSAC) standard called GF-5, was introduced in October 2010. - There will be a corresponding API category, called: SN Resource Conserving. The current GF-4 standard was put in place in 2004 and will become obsolete in October 2011. Similar to dexos 1(TM), the GF-5 standard will use a new fuel economy test, Sequence VID, which demands a statistically significant increase in fuel economy versus the Sequence VIB test that was used for GF-4. - It is expected that all dexos 1(TM) approved oils will be capable of meeting the GF-5 standard. However, not all GF-5 engine oils will be capable of meeting the dexos 1(TM) specification. - Like dexos(TM), the new ILSAC GF-5 standard will call for more sophisticated additives. The API will begin licensing marketers during October 2010, to produce and distribute GF-5 certified products, which are expected to include SAE 0W-20, 0W-30, 5W-20, 5W-30 and 10W-30 oils. Corporate Average Fuel Economy (CAFE) Requirements Effect on Fuel Economy Since CAFE standards were first introduced in 1974, the fuel economy of cars has more than doubled, while the fuel economy of light trucks has increased by more than 50 percent. Proposed CAFE standards call for a continuation of increased fuel economy in new cars and trucks. To meet these future requirements, all aspects of vehicle operation are being looked at more critically than ever before. New technology being introduced in GM vehicles designed to increase vehicle efficiency and fuel economy include direct injection, cam phasing, turbocharging and active fuel management (AFM). The demands of these new technologies on engine oil also are taken into consideration when determining new oil specifications. AFM for example can help to achieve improved fuel economy. However alternately deactivating and activating the cylinders by not allowing the intake and exhaust valves to open contributes to additional stress on the engine oil. Another industry trend for meeting tough fuel economy mandates has been a shift toward lower viscosity oils. dexos 1(TM) will eventually be offered in several viscosity grades in accordance with engine needs: SAE 0W-20, 5W-20, 0W-30 and 5W-30. Using the right viscosity grade oil is critical for proper engine performance. Always refer to the Maintenance section of a vehicle Owner Manual for the proper viscosity grade for the engine being serviced. GM Oil Life System in Conjunction With dexos (TM) Supports Extended Oil Change Intervals To help conserve oil while maintaining engine protection, many GM vehicles are equipped with the GM Oil Life System. This system can provide oil change intervals that exceed the traditional 3,000 mile (4,830 km) recommendation. The dexos (TM) specification, with its requirements for improved oil robustness, compliments the GM Oil Life System by supporting extended oil change intervals over the lifetime of a vehicle. If all GM customers with GM Oil Life System equipped vehicles would use the system as intended, GM estimates that more than 100 million gallons of oil could be saved annually. GM dexos 2(TM) Information Center Website Refer to the following General Motors website for dexos 2(TM) information about the different licensed brands that are currently available: http://www.gmdexos.com GM dexos 2(TM) Engine Oil Trademark and Icons Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Engine Oil > Component Information > Technical Service Bulletins > Engine - GM dexos 1 and dexos 2(R) Oil Specifications > Page 1200 The dexos (TM) specification and trademarks are exclusive to General Motors, LLC. Only those oils displaying the dexos (TM) trademark and icon on the front label meet the demanding performance requirements and stringent quality standards set forth in the dexos (TM)specification. Look on the front label for any of the logos shown above to identify an authorized, licensed dexos 2(TM) engine oil. GM dexos 2(TM) Engine Oil Specification - dexos 2(TM) is approved and recommended by GM for use in Europe starting in model year 2010 vehicles, regardless of where the vehicle was manufactured. - dexos 2(TM) is the recommended service fill oil for European gasoline engines. Important The Duramax(TM) diesel engine is the exception and requires lubricants meeting specification CJ-4. - dexos 2(TM) is the recommended service fill oil for European light-duty diesel engines and replaces GM-LL-B-025 and GM-LL-A-025. - dexos 2(TM) protects diesel engines from harmful soot deposits and is designed with limits on certain chemical components to prolong catalyst life and protect expensive emission reduction systems. It is a robust oil, resisting degradation between oil changes and maintaining optimum performance longer. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Engine Oil > Component Information > Specifications > Capacity Specifications Engine Oil: Capacity Specifications Engine ................................................................................................................................................. ..............................................................................3.1L Coolant Capacity, Qts. ................................... .............................................................................................................................................................. .....13.7 Radiator Cap Relief Pressure, Lbs. ........................................................................................ ..............................................................................................15 Thermo. Opening Temp. ° F.............. .............................................................................................................................................................. ...................195 Fuel Tank Gals. ......................................................................................................... ........................................................................................................15.2 Engine Oil Refill Qts. [02] .... .............................................................................................................................................................. ...................................4 Transaxle Oil Manual Pts. .......................................................................................................................................... ..............................................................................4 Automatic Qts. .................................................... ...................................................................................................................................................[01] [04] [01] -- Approximate, make final check w/dipstick. [02] -- When changing engine oil filter additional oil is required. [04] -- Oil pan only, 4 qts.; complete overhaul, 7 qts. dry, 9 qts. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Power Steering Fluid > Component Information > Technical Service Bulletins > Customer Interest for Power Steering Fluid: > 033206 > Mar > 94 > P/S - Reduced Assist When Cold Power Steering Fluid: Customer Interest P/S - Reduced Assist When Cold Group Ref.: Steering/Suspension Bulletin No.: 033206 Date: March 1994 SUBJECT: REDUCED POWER STEERING ASSIST AT LOW AMBIENT TEMPERATURES (NEW POWER STEERING FLUID) MODELS: 1994 AND PRIOR PASSENGER CARS AND LIGHT DUTY TRUCKS Applications: Appropriate for all passenger vehicles, but particularly beneficial in 1980 and later FWD Models equipped with Power Rack and Pinion Steering. CONDITION: Comments of reduced power steering assist at low ambient temperatures (approximately 10°F and lower) may be noted by some vehicle operators when turning the steering wheel in BOTH the right and left direction during warm-up after cold start. All vehicles with power steering exhibit this condition to varying degrees, but condition may be more noticeable with power rack and pinion steering systems that typically have longer hoses and cooler lines. Note: This condition, which is related to power steering fluid viscosity, should not, however, be confused with conditions having similar symptoms such as that described divisional Special Policy numbers listed: CAUSE: In cold weather, power steering fluid thickens in the same manner as any other petroleum-based oil or fluid. Upon cold starting, the fluid resists movement through the system and the driver senses reduced power assist (sometimes referred to as "stiff steer"). As the vehicle operates and fluid circulates through the power steering system, the fluid warms and thins to its normal operating viscosity. CORRECTION: Saginaw Division has developed a new Low Temperature Climate Service Fluid for use in cold climates. Compared with conventional power steering fluid, this new fluid flows better at low temperatures and resists the thickening which contributes to reduced power assist upon start up. RACK AND PINION STEERING SYSTEMS Reduced power assist upon cold weather starting may be more noticeable in Power Rack and Pinion steering systems that may contain six or more feet of Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Power Steering Fluid > Component Information > Technical Service Bulletins > Customer Interest for Power Steering Fluid: > 033206 > Mar > 94 > P/S - Reduced Assist When Cold > Page 1211 pressure and return hose along with long cooler lines. Such long systems contain greater volumes of fluid and vehicles so equipped tend to have longer periods of reduced power assist. The new fluid performs particularly well with current designed Rack and Pinion steering systems and special remanufactured Rack and Pinion Steering Assemblies. PARTS INFORMATION: Low Temperature Climate Service Fluid is available from GMSPO. Order as: Parts are currently available from GMSPO. SERVICE PROCEDURE: The power steering fluid replacement procedure is a two-stage process: first, flushing the old fluid from the system with new fluid; and second, bleeding the system to remove any trapped air. The two sequences outline the steps in each procedure. FLUSHING THE POWER STEERING SYSTEM 1. Raise the front end of the vehicle off the ground until the wheels are free to turn. 2. Remove the fluid return line at the pump reservoir inlet connector. 3. Plug the inlet connector port on the pump reservoir. 4. Position the fluid return line toward a large container in order to catch the draining fluid. 5. While a second person fills the reservoir with new Low Temperature Climate Service Fluid, start and run the engine at idle. 6. Turn the steering wheel from stop to stop. NOTICE: Do not hold the wheel against stops while flushing the system, Holding steering wheel against wheel stops will cause high system pressure, overheating, and damage to the pump and/or gear. 7. Continue draining until all of the old fluid is cleared from the power steering system. Addition of approximately 1 quart of new fluid will be required to flush system. 8. Unplug pump reservoir inlet and reconnect return line. 9. Turn engine off, and fill reservoir to the "Full Cold" mark. 10. Continue with following procedure "Bleeding the Power Steering System". Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Power Steering Fluid > Component Information > Technical Service Bulletins > Customer Interest for Power Steering Fluid: > 033206 > Mar > 94 > P/S - Reduced Assist When Cold > Page 1212 BLEEDING THE POWER STEERING SYSTEM After replacing the fluid or servicing the power steering hydraulic system, you must bleed air from the system. Air in the system prevents an accurate fluid level reading, causes pump cavitation noise and over time could damage the pump. To bleed the power steering system proceed as follows: 1. Begin with the engine off, front wheels off the ground, and wheels turned all the way to the left. 2. Add Low Temperature Climate Service Fluid to the "FULL COLD" mark on the fluid level indicator. 3. Bleed the system by turning the wheels from side to side without hitting stops. Important: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Power Steering Fluid > Component Information > Technical Service Bulletins > Customer Interest for Power Steering Fluid: > 033206 > Mar > 94 > P/S - Reduced Assist When Cold > Page 1213 This may require turning the wheels from side to side twenty times. On systems with long return lines or fluid coolers, turning steering wheel lock-to-lock forty times may be required. Keep the fluid level at the "FULL COLD" mark. Fluid with air In it has a light tan appearance. This air must be eliminated from the fluid before normal steering action can be obtained. 4. Start the engine. With the engine idling, recheck the fluid level. If necessary, add fluid to bring the level to the "FULL COLD" mark. 5. Return the wheels to the center position. Lower front wheels to the ground. Continue running the engine for two or three minutes. 6. Test the vehicle to be sure the steering functions normally and is free from noise. Important: Inspect for fluid leakage at connection points along the power steering system. 7. Recheck the fluid level as described in Steps 3 and 4 except that the fluid level should now be up to the "FULL HOT" mark after the system has stabilized at its normal operating temperature. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Power Steering Fluid > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Power Steering Fluid: > 033206 > Mar > 94 > P/S - Reduced Assist When Cold Power Steering Fluid: All Technical Service Bulletins P/S - Reduced Assist When Cold Group Ref.: Steering/Suspension Bulletin No.: 033206 Date: March 1994 SUBJECT: REDUCED POWER STEERING ASSIST AT LOW AMBIENT TEMPERATURES (NEW POWER STEERING FLUID) MODELS: 1994 AND PRIOR PASSENGER CARS AND LIGHT DUTY TRUCKS Applications: Appropriate for all passenger vehicles, but particularly beneficial in 1980 and later FWD Models equipped with Power Rack and Pinion Steering. CONDITION: Comments of reduced power steering assist at low ambient temperatures (approximately 10°F and lower) may be noted by some vehicle operators when turning the steering wheel in BOTH the right and left direction during warm-up after cold start. All vehicles with power steering exhibit this condition to varying degrees, but condition may be more noticeable with power rack and pinion steering systems that typically have longer hoses and cooler lines. Note: This condition, which is related to power steering fluid viscosity, should not, however, be confused with conditions having similar symptoms such as that described divisional Special Policy numbers listed: CAUSE: In cold weather, power steering fluid thickens in the same manner as any other petroleum-based oil or fluid. Upon cold starting, the fluid resists movement through the system and the driver senses reduced power assist (sometimes referred to as "stiff steer"). As the vehicle operates and fluid circulates through the power steering system, the fluid warms and thins to its normal operating viscosity. CORRECTION: Saginaw Division has developed a new Low Temperature Climate Service Fluid for use in cold climates. Compared with conventional power steering fluid, this new fluid flows better at low temperatures and resists the thickening which contributes to reduced power assist upon start up. RACK AND PINION STEERING SYSTEMS Reduced power assist upon cold weather starting may be more noticeable in Power Rack and Pinion steering systems that may contain six or more feet of Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Power Steering Fluid > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Power Steering Fluid: > 033206 > Mar > 94 > P/S - Reduced Assist When Cold > Page 1219 pressure and return hose along with long cooler lines. Such long systems contain greater volumes of fluid and vehicles so equipped tend to have longer periods of reduced power assist. The new fluid performs particularly well with current designed Rack and Pinion steering systems and special remanufactured Rack and Pinion Steering Assemblies. PARTS INFORMATION: Low Temperature Climate Service Fluid is available from GMSPO. Order as: Parts are currently available from GMSPO. SERVICE PROCEDURE: The power steering fluid replacement procedure is a two-stage process: first, flushing the old fluid from the system with new fluid; and second, bleeding the system to remove any trapped air. The two sequences outline the steps in each procedure. FLUSHING THE POWER STEERING SYSTEM 1. Raise the front end of the vehicle off the ground until the wheels are free to turn. 2. Remove the fluid return line at the pump reservoir inlet connector. 3. Plug the inlet connector port on the pump reservoir. 4. Position the fluid return line toward a large container in order to catch the draining fluid. 5. While a second person fills the reservoir with new Low Temperature Climate Service Fluid, start and run the engine at idle. 6. Turn the steering wheel from stop to stop. NOTICE: Do not hold the wheel against stops while flushing the system, Holding steering wheel against wheel stops will cause high system pressure, overheating, and damage to the pump and/or gear. 7. Continue draining until all of the old fluid is cleared from the power steering system. Addition of approximately 1 quart of new fluid will be required to flush system. 8. Unplug pump reservoir inlet and reconnect return line. 9. Turn engine off, and fill reservoir to the "Full Cold" mark. 10. Continue with following procedure "Bleeding the Power Steering System". Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Power Steering Fluid > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Power Steering Fluid: > 033206 > Mar > 94 > P/S - Reduced Assist When Cold > Page 1220 BLEEDING THE POWER STEERING SYSTEM After replacing the fluid or servicing the power steering hydraulic system, you must bleed air from the system. Air in the system prevents an accurate fluid level reading, causes pump cavitation noise and over time could damage the pump. To bleed the power steering system proceed as follows: 1. Begin with the engine off, front wheels off the ground, and wheels turned all the way to the left. 2. Add Low Temperature Climate Service Fluid to the "FULL COLD" mark on the fluid level indicator. 3. Bleed the system by turning the wheels from side to side without hitting stops. Important: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Power Steering Fluid > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Power Steering Fluid: > 033206 > Mar > 94 > P/S - Reduced Assist When Cold > Page 1221 This may require turning the wheels from side to side twenty times. On systems with long return lines or fluid coolers, turning steering wheel lock-to-lock forty times may be required. Keep the fluid level at the "FULL COLD" mark. Fluid with air In it has a light tan appearance. This air must be eliminated from the fluid before normal steering action can be obtained. 4. Start the engine. With the engine idling, recheck the fluid level. If necessary, add fluid to bring the level to the "FULL COLD" mark. 5. Return the wheels to the center position. Lower front wheels to the ground. Continue running the engine for two or three minutes. 6. Test the vehicle to be sure the steering functions normally and is free from noise. Important: Inspect for fluid leakage at connection points along the power steering system. 7. Recheck the fluid level as described in Steps 3 and 4 except that the fluid level should now be up to the "FULL HOT" mark after the system has stabilized at its normal operating temperature. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > A/C - Refrigerant Recovery/Recycling/Equipment Refrigerant: Technical Service Bulletins A/C - Refrigerant Recovery/Recycling/Equipment Bulletin No.: 08-01-38-001 Date: January 25, 2008 INFORMATION Subject: Information On New GE-48800 CoolTech Refrigerant Recovery/Recharge Equipment Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks (Including Saturn) 2008 and Prior HUMMER H2, H3 2005-2008 Saab 9-7X Attention: This bulletin is being issued to announce the release of GM approved Air Conditioning (A/C) Refrigerant Recovery and Recharging Equipment that meets the new Society of Automotive Engineers (SAE) J2788 Refrigerant Recovery Standards. The ACR2000 (J-43600) cannot be manufactured in its current state after December 2007 and will be superseded by GE-48800. The new J2788 standard does not require that GM Dealers replace their ACR2000 units. ACR2000's currently in use are very capable of servicing today's refrigerant systems when used correctly and can continue to be used. Details regarding the new SAE J2788 standard are outlined in GM Bulletin 07-01-38-004. Effective February 1 2008, new A/C Refrigerant Recovery/Recharging equipment (P/N GE-48800) will be released as a required replacement for the previously essential ACR2000 (J-43600). This equipment is SAE J2788 compliant and meets GM requirements for A/C Refrigerant System Repairs on all General Motors vehicles, including Hybrid systems with Polyolester (POE) refrigerant oil. This equipment will not be shipped as an essential tool to GM Dealerships. In addition, this equipment is Hybrid compliant and designed to prevent oil cross contamination when servicing Hybrid vehicles with Electric A/C Compressors that use POE refrigerant oil. The ACR2000 (J-43600) will need to be retrofitted with a J-43600-50 (Hose - ACR2000 Oil Flush Loop) to be able to perform Hybrid A/C service work. All Hybrid dealers will receive the J-43600-50, with installation instructions, as a component of the Hybrid essential tool package. Dealerships that do not sell Hybrids, but may need to service Hybrids, can obtain J-43600-50 from SPX Kent Moore. Refer to GM Bulletin 08-01-39-001 for the ACR2000 Hose Flush procedure. The High Voltage (HV) electric A/C compressor used on Two Mode Hybrid vehicles uses a Polyolester (POE) refrigerant oil instead of a Polyalkylene Glycol (PAG) synthetic refrigerant oil. This is due to the better electrical resistance of the POE oil and its ability to provide HV isolation. Failure to flush the hoses before adding refrigerant to a Hybrid vehicle with an electric A/C compressor may result in an unacceptable amount of PAG oil entering the refrigerant system. It may cause a Battery Energy Control Module Hybrid Battery Voltage System Isolation Lost Diagnostic Trouble Code (DTC P1AE7) to be set. Additionally, the A/C system warranty will be voided. Warranty Submission Requirements The Electronically Generated Repair Data (snapshot summary) and printer functions have been eliminated from the GE-48800. The VGA display and temperature probes were eliminated to reduce equipment costs. As a result, effective immediately the 18 digit "Snapshot/Charge Summary" code is no longer required for Air Conditioning (A/C) refrigerant system repairs that are submitted for warranty reimbursement. The charge summary data from before and after system repairs will continue to required, but documented on the repair order only. Both high and low pressures and the recovery and charge amounts should be noted during the repair and entered on the repair order. If using ACR2000 (J-43600), the "Snapshot/Charge Summary" printouts should continue to be attached to the shops copy of the repair order. The labor codes that are affected by this requirement are D3000 through D4500. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 08-01-38-001 > Jan > 08 > A/C - Refrigerant Recovery/Recycling/Equipment Refrigerant: Technical Service Bulletins A/C - Refrigerant Recovery/Recycling/Equipment Bulletin No.: 08-01-38-001 Date: January 25, 2008 INFORMATION Subject: Information On New GE-48800 CoolTech Refrigerant Recovery/Recharge Equipment Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks (Including Saturn) 2008 and Prior HUMMER H2, H3 2005-2008 Saab 9-7X Attention: This bulletin is being issued to announce the release of GM approved Air Conditioning (A/C) Refrigerant Recovery and Recharging Equipment that meets the new Society of Automotive Engineers (SAE) J2788 Refrigerant Recovery Standards. The ACR2000 (J-43600) cannot be manufactured in its current state after December 2007 and will be superseded by GE-48800. The new J2788 standard does not require that GM Dealers replace their ACR2000 units. ACR2000's currently in use are very capable of servicing today's refrigerant systems when used correctly and can continue to be used. Details regarding the new SAE J2788 standard are outlined in GM Bulletin 07-01-38-004. Effective February 1 2008, new A/C Refrigerant Recovery/Recharging equipment (P/N GE-48800) will be released as a required replacement for the previously essential ACR2000 (J-43600). This equipment is SAE J2788 compliant and meets GM requirements for A/C Refrigerant System Repairs on all General Motors vehicles, including Hybrid systems with Polyolester (POE) refrigerant oil. This equipment will not be shipped as an essential tool to GM Dealerships. In addition, this equipment is Hybrid compliant and designed to prevent oil cross contamination when servicing Hybrid vehicles with Electric A/C Compressors that use POE refrigerant oil. The ACR2000 (J-43600) will need to be retrofitted with a J-43600-50 (Hose - ACR2000 Oil Flush Loop) to be able to perform Hybrid A/C service work. All Hybrid dealers will receive the J-43600-50, with installation instructions, as a component of the Hybrid essential tool package. Dealerships that do not sell Hybrids, but may need to service Hybrids, can obtain J-43600-50 from SPX Kent Moore. Refer to GM Bulletin 08-01-39-001 for the ACR2000 Hose Flush procedure. The High Voltage (HV) electric A/C compressor used on Two Mode Hybrid vehicles uses a Polyolester (POE) refrigerant oil instead of a Polyalkylene Glycol (PAG) synthetic refrigerant oil. This is due to the better electrical resistance of the POE oil and its ability to provide HV isolation. Failure to flush the hoses before adding refrigerant to a Hybrid vehicle with an electric A/C compressor may result in an unacceptable amount of PAG oil entering the refrigerant system. It may cause a Battery Energy Control Module Hybrid Battery Voltage System Isolation Lost Diagnostic Trouble Code (DTC P1AE7) to be set. Additionally, the A/C system warranty will be voided. Warranty Submission Requirements The Electronically Generated Repair Data (snapshot summary) and printer functions have been eliminated from the GE-48800. The VGA display and temperature probes were eliminated to reduce equipment costs. As a result, effective immediately the 18 digit "Snapshot/Charge Summary" code is no longer required for Air Conditioning (A/C) refrigerant system repairs that are submitted for warranty reimbursement. The charge summary data from before and after system repairs will continue to required, but documented on the repair order only. Both high and low pressures and the recovery and charge amounts should be noted during the repair and entered on the repair order. If using ACR2000 (J-43600), the "Snapshot/Charge Summary" printouts should continue to be attached to the shops copy of the repair order. The labor codes that are affected by this requirement are D3000 through D4500. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 06-01-39-007 > Jul > 06 > A/C - Contaminated R134A Refrigerant Refrigerant: Technical Service Bulletins A/C - Contaminated R134A Refrigerant Bulletin No.: 06-01-39-007 Date: July 25, 2006 INFORMATION Subject: Contaminated R134a Refrigerant Found on Market for Automotive Air-Conditioning Systems Models: 2007 and Prior GM Passenger Cars and Trucks (including Saturn) 2007 and Prior HUMMER H2, H3 2007 and Prior Saab 9-7X Attention: This bulletin should be directed to the Service Manager as well as the Parts Manager. Commercially Available Contaminated R134a Refrigerant Impurities have been found in new commercially available containers of R134a. High levels of contaminates may cause decreased performance, and be detrimental to some air-conditioning components. Accompanying these contaminates has been high levels of moisture. Tip: Excessive moisture may cause system concerns such as orifice tube freeze-up and reduced performance. Industry Reaction: New Industry Purity Standards Due to the potential availability of these lower quality refrigerants, the Society of Automotive Engineers (SAE), and the Air Conditioning and Refrigeration Industry (ARI) are in the process of instituting reliable standards that will be carried on the labels of future R134a refrigerant containers. This identifying symbol will be your assurance of a product that conforms to the minimum standard for OEM Automotive Air-Conditioning use. How Can You Protect Yourself Today? It is recommended to use GM or ACDelco(R) sourced refrigerants for all A/C repair work. These refrigerants meet General Motors own internal standards for quality and purity, insuring that your completed repairs are as good as the way it left the factory. Parts Information The part numbers shown are available through GMSPO or ACDelco(R). The nearest ACDelco(R) distributor in your area can be found by calling 1-800-223-3526 (U.S. Only). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 06-01-39-007 > Jul > 06 > A/C - Contaminated R134A Refrigerant > Page 1235 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 99-01-38-006A > May > 00 > A/C - Refrigerant Recovery/Recharge Equipment Refrigerant: Technical Service Bulletins A/C - Refrigerant Recovery/Recharge Equipment File In Section: 01 - HVAC Bulletin No.: 99-01-38-006A Date: May, 2000 WARRANTY ADMINISTRATION Subject: J-43600 ACR 2000 Essential Refrigerant Recovery/Recharge Equipment Models: 1993-2000 Passenger Cars and Light Duty Trucks with R-134a Refrigerant This bulletin is being revised to change the effective date and to update the text. Please discard Corporate Bulletin Number 99-01-38-006 (Section 01 - HVAC). Effective June 1, 2000, the use of J-43600 ACR 2000 will be required on all repairs that require A/C system recovery and are reimbursable by GM. Additionally, GM highly recommends that J-43600 ACR 2000 be used on all GM cars and trucks for customer paid A/C repairs. Important: Also effective June 1, 2000, the "Add" time for all air conditioning recovery is revised to 0.5 hours for front systems and 0.7 hours for front/rear dual systems (RPO C69 or C34). After June 1, 2000, all air conditioning claims submitted with the 0.9 hours "Add" time will be rejected for "labor hours excessive". After the completion of repairs (charging), the ACR 2000 will prompt the user to perform a snapshot of the air conditioning system operating data. The snapshot includes: ^ Maximum high side pressure. ^ Minimum low side pressure. ^ Duct outlet temperatures (2). ^ Refrigerant purity information. This information is captured on a paper printout and in a warranty code. For all GM paid repairs, the paper printout should be attached to the shop copy of the repair order. The warranty code must be submitted in the warranty claim information in the comments field. The code enables the reporting of valuable information about the repair to GM for product quality improvement. Claims submitted without this information may be subject to review and subsequent debit. The required use of J-43600 ACR 2000 raises the question of the acceptable uses for any existing recovery/recycle equipment that GM dealers are currently using. GM recognizes that many of the previously essential ACR4's are reaching the end of their useful life. There are several alternatives for existing equipment that may be considered: ^ Use the existing equipment as customer paid recovery only equipment. Example: Collision repair area. ^ Use the existing equipment as a scavenger unit for contaminated A/C systems. ^ Sell the existing units to repair facilities outside the GM dealer network. ^ Discontinue the use of the existing units if the repair/maintenance costs exceed the value of the equipment. ^ Donate the existing equipment to local technical schools. ^ Dedicate the ACR4 to A/C system flushing, using the J-42939 Flush Adapter. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 99-01-38-006A > May > 00 > A/C - Refrigerant Recovery/Recharge Equipment > Page 1240 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a Technical Service Bulletin # 431207E Date: 970101 A/C - Retrofitting R-12 to R-134a File In Section: 1 - HVAC Bulletin No.: 43-12-07E Date: January, 1997 INFORMATION Subject: Guidelines for Retrofitting R-12 Vehicles to R-134a Models: 1984-94 Passenger Cars and Trucks (See List Below) This bulletin is being revised with the following changes: 1. Addition of all remaining GM vehicles, as listed. 2. Format rearranged for easier use. Please discard Corporate Bulletin Number 43-12-07D (Section 1 - HVAC). Car/Truck Platform Coverage Starts: 1984 - A, B, D, E, F, J, K, P, Y Carlines 1985 - C, M, N, R, S Carlines 1986 - H Carline 1987 - L, V (Allante) Car lines; M/L, G, R/V, S/T, P Truck lines 1988 - T (LeMans), E (Reatta), W Car lines; C/k, MED. Duty Truck lines 1989 - Tracker 1990 - U Van Vehicles Not Covered: T (Chevette and T1000), G RWD, C RWD, and X Car If a vehicle is not covered in the list above, GM's recommendation is that the vehicle continue to be serviced with R-12. This bulletin outlines the detailed retrofit procedures, as well as providing background information on many components and procedures. It is important to follow the bulletin, since each car and truck line has unique parts and procedures. However, the basic procedure is simple, and will become easier as you complete more retrofits. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 1245 Retrofit Requirements The customer should be reminded that there is NO requirement in the U.S. to retrofit any vehicle produced with R-12. Vehicles built with R-12 can be serviced with R-12 as long as it is available (except in certain Canadian Provinces). GM has taken steps to extend the supply of R-12 and recommends that all R-12 vehicles continue to be serviced with R-12 as long as it is available. Training Video Before doing a retrofit the first time, it is recommended that you view the Certified Plus Training Video, Program number 51010.15, "R-134a Retrofit for GM Cars and Trucks". Table of Contents A. Retrofit Procedure 1. Inspect Condition of Vehicle 2. Recover the R-12 (new method) 3. Install the service port conversion fittings 4. Install any additional parts needed 5. Evacuate and recharge with new PAG or V5 retrofit oil and R-134a 6. Install the retrofit label Platform Details Compressor Replacement Chart B. General Information 1. Performance 2. Leakage 3. Desiccant 4. Improved Cooling Performance 5. PAG or V5 Oil Compatibility 6. Refrigerant Oil Level Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 1246 C. Parts Information D. Warranty Information 1. Vehicle Still in Warranty 2. Customer Paid' Retrofitting Costs 3. Labor Time Information Notes on Retrofit Important: Before proceeding with any retrofit, make sure you have all component Parts required on hand to perform a proper and complete repair with Minimal downtime. R-12 Removal Prior to Retrofit To prepare a system for retrofitting, the R-12 must be recovered and the system must be completely evacuated. Evacuation is necessary to insure that small amounts of R-12 and air remaining in the system are removed. This will prevent cross contamination of the two refrigerants, which could lead to reduced A/C system reliability and performance. It is very important that the specified times for waiting after recovery and evacuation not be reduced. This time is required to sufficiently remove residual R-12 from the oil in the system. A considerable amount of testing has determined that the following procedure is required to achieve satisfactory results and conform to SAE J 1661: 1. Inspect Condition of Vehicle Install the gauge set on the high and low side ports. Use normal diagnostic procedures to find the cause of the vehicle's reported condition. One of three conditions will exist with the refrigerant system: a. System pressure correct, no leaks - proceed to Step 2 (Recovery). This would normally apply when: 1. The system must be recovered/recharged for a repair to a system other than the A/C system, or 2. Where the A/C system condition did not involve leaks, but requires recovery/recharge to replace a component. b. Compressor not operating, but some charge. Leak test to find the leak, complete Step 2 (Recovery), then correct the leak before proceeding with Step 3 (Conversion port installation). c. No charge in system - proceed with the Conversion port installation in Step 3. Use the ACR4 to evacuate for 5 minutes. If the leak can be heard, repair the leak. If the leak cannot be heard, charge with 1/2 pound of R-134a. Leak test with the J 39400 Leak Detector, recover the R-134a, repair any additional leaks found, and proceed with the evacuation in Step 5. 2. Recover the R-12 from the System Notice: THIS PROCEDURE IS DIFFERENT THAN THE NORMAL (NON-RETROFIT) RECOVERY PROCEDURE. R-12 will be recovered through the HIGH SIDE SERVICE PORT ONLY, WITH THE ENGINE RUNNING. Recovery through the low side will not effectively remove the R-12 from the accumulator, resulting in possible damage to the retrofitted system. Important: Vehicle must be above 50° F (10° C) to allow for complete recovery of the R-12. If it is not, either allow it to warm up in the shop overnight, or increase the evacuation time in Step 5.a to 30 minutes. a. Connect the recovery hose from the R-12 recovery cart (ACR3) to the middle port of the A/C gauge set. Open the oil drain valve on the ACR3 cart long enough to drain the oil. Failure to do so could cause excessive amounts of oil to build up in the separator, resulting in damage to the recovery cart compressor. b. Start the engine. Leave the hood up, and the windows open. On vehicles with manual A/C controls, set the A/C controls to normal A/C mode, high blower, and temperature control to full cold. On cars with automatic A/C controls, set the temperature to 75° F, "AUTO" mode, and manually select high blower. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 1247 Make sure the vehicle compressor is engaged. Turn the cart on and start the recovery cycle. OPEN ONLY THE HIGH SIDE VALVE ON THE GAUGE SET. The vehicle system should eventually shut the compressor off. If the low side pressure drops below 15 psi, and the compressor does not turn off, turn it off now (go to "VENT" or "ECON" mode), but leave the engine running and the blower on "high". c. After the recovery cart shuts off the first time, wait 5 minutes. If the pressure on either the high or the low side rises above 0 psi, restart the recovery process. After the second shutoff, wait 2 minutes. If the pressure again rises above 0 psi, restart, and after shutoff, again wait 2 minutes. The process can be stopped when the pressure does not rise above 0 psi after 2 minutes. The engine can be shut off at this time. d. Remove the R-12 reclaim hose and the gauge set from the vehicle. Any repairs needed should be done at this time. If any components other than the compressor are replaced, they should be installed dry, and no extra oil should be added. 3. Install the Service Port Conversion Fittings Important: For GEO vehicles, skip to Step 4. Fitting installation is covered in that step. For vehicles that require a HPCOS, see Step 4. Some of these vehicles use a specific combination fitting to mount the HPCOS, which includes the high side service port fitting and the HPCOS port. The low side fitting is installed as detailed below. See "Platform Details" for further information. Important: A new tool kit, P/N J 39500-250, has been released. This kit contains the following items: ^ J 39500-71 Oil Injection Bottle Conversion Kit (includes 3 12 oz bottles, an extender tube, caps, and fittings) ^ J 39500-275 Tool kit, including the following: (See Figure 2) - J 34611-A Double ended valve core remover - J 25498-A High side adapter fitting - J 38702 Deep valve core adapter fitting Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 1248 - J 41265 Thread cleaning wire brush - J 41266 Low side port thread restorer - J 41267 High side port thread restorer - J 39037 High side octagon socket - J 41256 Low side octagon socket New low profile, quick connect couplers, J 39500-20A (High side), and J 39500-24A (Low side), have been released as essential tools, to attach to the ACR4 (see Figure 3). These are much smaller couplers than the existing ones, and will allow attachment to the port fittings in much tighter quarters. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 1249 Select and install the proper R-134a fittings (shown in Figure 4) from the chart below, based on how the ACR4 couplers will attach. Also, remember to check for proper hood clearance with the conversion fittings. Try the straight fittings first. The two-piece high side fitting is used when the existing fitting is screwed into the pipe fitting (some 1992, and nearly all 1993 models, use these fittings). Use the 90° elbow if the straight fitting does not allow the ACR4 couplers to connect. Fitting Type High Side Low Side Straight 52467941 52467943 Straight Two-piece 52467324 N/A 90° Elbow 52469054 52469055 The fittings should be installed as follows: a. Remove the caps from the R-12 fittings. Remove any dirt or grease from the port threads using the thread cleaning wire brush, J 41265. Inspect the fittings for thread damage. If any damage is found, use the port thread restorer (J 41266 low side, J 41267 high side) to repair the thread. For the two-piece fitting, remove the existing R-12 fitting and discard it. Use tool J 38704A (previously released, not part of the above kit) to remove the fitting. Make sure to hold the line securely to prevent damage when removing the existing fitting. If the fitting cannot be removed easily, use the saddle clamp valve listed below and seal the R-12 port and cap permanently. b. Install the selected fitting onto the existing R-12 fitting. Leave the valve core in the straight fittings, and remove the valve core when using the 90° fittings. If the valve cores need to be removed at a later time, they can be removed with the straight conversion fittings in place. On the low side straight fitting, use the J 34611-A tool to remove the core pin in the conversion fitting, then remove the core valve from the original R-12 fitting. Always recover the charge before valve core removal. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 1250 Use the octagon sockets on the straight fittings (J 39037 high side, and J 41256 low side). Torque the new fitting until it seats. The fitting should seat fully BEFORE reaching 11 N.m (8 lb ft). If 11 N.m (8 lb ft) of torque is reached and the fitting has not seated, it is probable that the threads have been damaged. In this case, remove the fitting and use the thread restorer listed above. Reinstall the fitting, adding one drop of a thread locking compound such as Loctite(R) 242. The fittings (except the two-piece) have a thread locking compound applied to the threads. This compound will set up enough to restrict removal of the fitting in about 15 minutes. The fittings can now be used to evacuate the system (see Step 5). An additional type of conversion port fitting has been developed. This fitting is called a saddle clamp valve (see Figure 5). It can be clamped directly on a metal refrigerant line, and will be used if the existing fitting is damaged or is inaccessible. A drop of a thread locking compound, such as Loctite(R) 242, should be used on each bolt to prevent the threads from loosening. The R134a saddle clamp valve part numbers are: If an existing R-12 service port is not used, it must be rendered inoperative. Place several drops of a thread locking compound, such as Loctite(R) 243, in the valve core, and onto the cap threads. Secure the cap and let it set for 15 minutes. 4. Install Any Additional Parts Needed See "Platform Details" after Step 6. If a vehicle is listed as a "Basic Retrofit", no additional parts are required (except for compressors, see the Compressor Replacement Chart at the beginning of Platform Details). If no parts are required, PROCEED TO STEP 5. Compressors Compressors do not need to be replaced as part of a normal retrofit, unless indicated in the Compressor Replacement Chart. An R-12 compressor that is operating properly can, in most cases, be left in the vehicle when it is retrofitted to R134a. However, if a compressor failure is the reason the vehicle is in for service, and the vehicle will be retrofitted, OR if a vehicle has already been retrofitted with R-134a and the compressor fails at some time in the future, new compressors for use with R-134a are available. See the GMSPO Parts Catalog for specific part numbers. DO NOT use a replacement R-12 compressor for any vehicle retrofitted to R-134a (unless it is the new "oil-less" design). See "Compressor Availability" at the end of the Compressor Replacement Chart. Accumulator /Dryer If the vehicle is more than 5 years old, the Accumulator/Dryer (A/D) should be replaced to ensure that moisture is removed from the system. See the instructions for proper A/D identification in General Information. High Pressure Cut-Off Switch (HPCOS) Most trucks, and some 1984-93 B and D cars, require that a HPCOS be added to protect the refrigerant system during long idles at high temperature. The HPCOS kit (P/N 15981985) contains the switch, wire harness, heat sealing splice connectors, switch "0" ring, and installation instructions. A saddle clamp adapter (P/N 15985307), or a special dual fitting, is mounted to the high pressure line, and provides the port to mount the switch. A drop of a Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 1251 thread locking compound, such as Loctite(R) 242, should be used on each bolt of the saddle clamp to prevent the threads from loosening. Some vehicles produced during the second half of the 1993 model year will already have a factory installed HPCOS. Check the back of the compressor for this switch. If present, the above switch will not have to be added. 5. Evacuate the System, and Recharge with PAG or V5 Retrofit Oil and R-134a Newly designed low profile quick connect couplers for the ACR4, J 39500-20A and J 39500-24A, have been released. These should be installed before proceeding with the evacuation. See Step 3, and Figure 3. a. Connect the R-134a cart (ACR4) to the system. Open the coupler valves on the hoses so that the pressures can be read on the gauges. On the cart, open the HIGH SIDE VALVE ONLY. DO NOT OPEN THE LOW SIDE VALVE! Program the cart for a 15 minute evacuation. Important: If the vehicle has been at outside temperatures of less than 50° F (10° C), or at high altitudes (above 3000 ft), use a 30 minute evacuation to insure complete removal of the R-12. If the vacuum pump will not start and a "H-P" reading is indicated on the ACR4 display, loosen the fitting at the high side line connection to the ACR4 to relieve pressure in the line. Tighten the fitting after pressure has been relieved. DO NOT USE THE RECOVERY MODE TO RELIEVE LINE PRESSURE. b. Start the evacuation. For a proper evacuation, the cart must pull down to 28-29 in. Hg. at sea level (reduce by 1 in. for each 1000 ft above sea level). Check the low side gauge for proper vacuum level, to make sure the new fittings are operating properly. While the evacuation is being done, the Retrofit label can be filled out and installed (see Step 6). Important: If the compressor was replaced at the same time as this retrofit, and the new compressor was shipped with the correct amount of PAG oil already in it, DO NOT add any additional oil to the system! Go to Step D. If an "oil-less" compressor was installed, add oil in Step C. A new retrofit oil for use with V5 compressor vehicles has been released. This oil will be used ONLY for retrofitted vehicles in which the original V5 compressor is retained. IT WILL NOT BE USED IF A COMPRESSOR IS REPLACED AT THE TIME OF THE RETROFIT. Failure to use this oil may significantly shorten the useful life of the compressor. Important: If the V5 Retrofit oil is not available from GMSPO, the compressor MUST BE REPLACED! To summarize the correct retrofit oil usage: ^ Compressor replaced during retrofit - NO OIL ADDED if new compressor shipped with oil - 8 oz. of PAG oil (9 oz of PAG oil with V5 compressor) added if compressor shipped without oil ("oil-less" design) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 1252 ^ PAG oil used for future service if needed (mark PAG on box on label, Figure 6). ^ HR6 or R4 original compressor RETAINED - add 8 oz FAG oil to system ^ V5 original compressor RETAINED - add 9 oz V5 Retrofit oil to system. If V5 Retrofit oil is not available from GMSPO, REPLACE THE COMPRESSOR. c. Based on the above chart, add oil if needed. Use the new oil bottle and the extended tube kit, J 39500-71. Fill the bottle with at least 10 oz of oil. Attach the new bottle to the back of the ACR4, and open the oil fill valve. Allow the correct amount of oil to be drawn into the system. DO NOT allow the oil level to drop below the end of the pickup tube. This will prevent any air from being drawn into the system. If any oil was removed during the R-12 recovery evacuation steps, DO NOT add additional oil to replace it. d. Determine the correct amount of R-134a to use. Check the existing label of the vehicle for the R-12 charge amount. Use the formula {(R12 x .9) - .25 lb = R-134a} to determine the correct charge. This can also be stated as: Take 90% of the R12 charge, and subtract 1/4 lb. Follow the directions for the ACR4 cart to recharge the system. At the end of the process, "CPL" will be displayed. Close the high side valve. e. Start the vehicle, turn on the A/C system, and confirm that pressures are within normal operating ranges, as shown in the 1994 Service Manual. The 1994 Service Manuals can be used as a reference for diagnosis and specification of retrofitted systems. On some vehicles with automatic A/C controls or low charge diagnostics, the A/C compressor may not engage if any diagnostic codes were set during the retrofit. Check to see if any codes were set in either the HVAC or Engine Control systems. If they were, clear the codes following the directions in the Service Manual. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 1253 f. TO INSURE AN ACCURATE CHARGE AMOUNT, IT IS IMPORTANT TO CLEAR THE ACR4 OF ANY REMAINING REFRIGERANT. Close the high side coupler valve and remove the high side hose from the vehicle. Then, open both the high and low side valves on the ACR4. After the pressures on both gages are at low side pressure, close the low side coupler valve. See Step G below, then remove the low side hose from the vehicle. Shut off the engine. Install the service port caps on the new fittings. These serve as a seal and can prevent system leaks. g. In the unlikely event that the low side fitting leaks when the coupler is removed, use the following procedure: 1. Immediately reinstall the coupler on the fitting. 2. Find the valve core remover J 34611-A. 3. Remove the coupler. 4. Use the double-ended valve core remover to turn the valve core pin counter-clockwise until the leak stops. 5. Install the cap. If the leak was substantial or continued for an extended period of time, it is highly recommended to evacuate and recharge the system to insure proper performance. If there is any question, the system can be rechecked by repeating Step F. h. Leak test any new port fittings, adapters, or valves that were installed, and any joints that were opened or repaired during the retrofit process, using tool J 39400. 6. Install the Retrofit Label The retrofit label (P/N 21030857, roll of 250) has been developed following SAF specifications to insure a smooth transition from R-12 to R-134a, and to insure a professional approach to the retrofit and a quality repair. Following the instructions in this bulletin will insure that the retrofit meets the SAE standards. Fill in the new label using a typewriter or a ball-point pen (see Figure 6). Select a location for the label that will be easily visible. Some suggested areas are the radiator support panel, an area near the existing R-12 charge label, or a flat surface near the high or low side service ports. The area selected should be a clean, underhood, painted sheet metal surface, and should be degreased and wiped down with a non-petroleum based cleaner. Do not install the label on a rubber surface. Apply the label, then apply the clear overlay to the label. Do not remove, cover, or render unreadable the existing R-12 charge label. DO cover the R-12 refrigerant charge amount on the existing label with an indelible, preferably black, marker. Platform Details Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 1254 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 1255 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 1256 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 1257 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 1258 FOR ALL VEHICLES EXCEPT GEO, see the "Compressor Replacement Chart" at the end of this section. Compressor replacement requirements ARE NOT LISTED in the platform details (except for application details), except as noted below for Y car and P and Medium Duty truck. Compressor Replacement Chart Important: It is important to check the date code on the compressor. Any vehicle may have had a compressor replaced either during or after the warranty period. The date code will determine whether or not the compressor must be replaced. Compressor Availability A new compressor for use with R-134a systems will be shipped with the correct amount of PAG oil installed (see "IMPORTANT" below). Do not add any additional oil in Step 5 of the retrofit procedure if a compressor is to be replaced with a new R-134a compressor at the same time the initial retrofit is Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 1259 being done. Important: During 1996, "oil-less" compressors began to be serviced with NO added oil. New part numbers will be issued, and both the box and the compressor will be clearly marked to indicate that no oil is present. If you receive one of these newer compressors, simply add the normal amount of oil to the system in Step 5 of the retrofit procedure (8 oz of PAG oil, or 9 oz of PAG oil with V5 compressor). These "oil-less" compressors are compatible with EITHER R12 or R-134a. Geo Models Compressors DO NOT HAVE TO BE REPLACED as part of the retrofit. New compressors are shipped with enough oil to accommodate the entire A/C system. Do not add additional PAG oil to the system it the compressor is being replaced. 1985-88 Nova, 1989-93 Prizm (S) 1. Using the Service Manual, remove the following components in the order given: a. Receiver/dryer. b. Loosen evaporator to compressor (suction) pipe (to be reinstalled) c. 1985-92 only: Loosen compressor to condenser (compressor discharge) pipe (to be reinstalled). d. 1985-88 only: Service Valve & Extension Housing on compressor (to be installed). e. Compressor (only if being replaced). 2. Using the Service Manual, install the following components in the order given. Be sure to use new 0-rings whenever a refrigerant connection has been disconnected. a. Compressor (if being replaced). b. High and low side adapter fittings (see Step 3 of the retrofit procedure for detailed installation instructions). c. 1985-88 only: Service Valve & Extension Housing on compressor using new 0-rings. Six small 0-rings and one large 0-ring are required. d. Evaporator to compressor (suction) pipe 0-ring. e. 1985-92 Compressor to condenser (discharge) hose 0-ring. f. Receiver/dryer and 0-rings. R-134a amount: 85-92 - 650 grams (1.43 lb) 93 - 700 grams (1.54 lb) PAG oil amount: 100 cc (3.0 oz) Parts Required: Receiver/dryer: 85-88 - 94855761 89-93 - 94855762 Adapter Fittings: Low Side - 94855760 High Side - 94855759 0-Rings: 85-88 Compressor - Small 0-rings (6 required) - 94857336 - Large 0-ring - 94857337 85-93 Receiver/Dryer (2) - 94845949 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 1260 85-93 Suction hose - 94855765 85-92 Discharge hose - 94845943 1985-88 Sprint, 1989-93 Metro (M) 1. Using the Service Manual, remove the following components in the order given: a. Receiver/dryer. b. Evaporator to compressor (suction) pipe. c. Compressor to condenser (compressor discharge) pipe. d. Joint service connector on compressor (to be reinstalled). e. Compressor (only if being replaced). 2. Using the Service Manual, install the following components in the the order given. Be sure to use new 0-rings whenever a refrigerant connection has been disconnected. a. Compressor (if being replaced). b. High and low side adapter fittings (see Step 3 of the retrofit procedure for detailed installation instructions). c. Joint service connector to compressor. Use new 0-rings. Six small 0-rings and one large 0-ring are required. d. Evaporator to compressor (suction) pipe, and new 0-ring. e. Compressor to condenser (discharge) hose and new 0-ring. f. Receiver/dryer and 0-ring. R-134a amount: 500 grams (1.10 lb) PAG oil amount: 100 cc (3.0 oz) Parts Required: Receiver/dryer: 85-86 - 91172081 87-88 - 91172079 89-93 - 96068480 Adapter Fittings: Low Side - 91172092 85-88 - High Side - 91172094 89-93 - High Side - 52467941 0-Rings: Compressor - Small 0-rings (6 required) - 91172095 - Large 0-ring - 96068915 Receiver/Dryer (2) - 96068488 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 1261 89-93 - Suction hose - 96068490 89-93 - Discharge hose - 96068489 Suction hose: 85-86 - 91172086 85-86 Dealer installed: 91172087 87-88 - 91172088 89-93 - w/turbo - 96069121 - w/o turbo - 91172089 Discharge hose: 85-86 - 91172082 85-86 Dealer installed: 91172083 87-88 - 91172084 89-93 - 96069024 1989-93 Tracker 1. Using the Service Manual, remove the following components in the order given: a. Receiver/dryer. b. Evaporator to compressor (suction) pipe. c. Compressor to condenser (compressor discharge) pipe. d. Joint service connector on compressor (to be reinstalled). e. Compressor (only if being replaced). 2. Using the Service Manual, install the following components in the order given. Be sure to use new 0-rings whenever a refrigerant connection has been disconnected. a. Compressor (if being replaced). b. High and low side adapter fittings (see Step 3 of the Retrofit procedure for detailed installation instructions). c. Joint service connector to compressor. Use new 0-rings. Six small 0-rings and one large 0-ring are required. d. Evaporator to compressor (suction) pipe, and new 0-ring. e. Compressor to condenser (discharge) hose and new 0-ring. f. Receiver/dryer and 0-ring. R-134a amount: 550 grams (1.21 lb) PAG oil amount: 100 cc (3.0 oz) Parts Required: Receiver/dryer - 91172080 Adapter, Low Side - 91172092 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 1262 Adapter, High Side - 91172093 0-Rings: Compressor - Small (6) - 91172095 Large - 96068915 Receiver/dryer (2) - 96068488 Suction hose - 96068490 Discharge hose - 96068489 Suction hose - 91172091 Discharge hose - 91172085 1985-89 Spectrum and 1990-93 Storm (R) 1. Using the Service Manual, remove the following components in the order given: a. Condenser (Storm) or radiator grille (Spectrum) (to be reinstalled). b. Triple switch (Storm) or dual pressure switch (Spectrum) (to be reinstalled). c. Receiver/dryer. d. Evaporator to compressor (suction) pipe. e. Check valve from high side service valve (discard). f. Compressor (only if being replaced). 2. Using the Service Manual, install the following components in the order given. Be sure to use new 0-rings whenever a refrigerant connection has been disconnected. a. Compressor (if being replaced). b. High side adapter fitting (see Step 3 of the retrofit procedure for detailed installation instructions). Low Side - Part of suction hose c. Evaporator to compressor (suction) pipe, and new 0-rings. d. Receiver/dryer and 0-rings. e. Triple switch or dual switch, and new 0-ring. f. Condenser or radiator grille. R-134a amount: 91 - 500 grams (1.10 lb) 92-93 - 600 grams (1.32 lb) PAG oil amount: 150 cc (4.50 oz) Parts Required: Receiver/dryer: 85-89 - 97104795 90-91 - 97104797 92-93 - 97104798 Adapter, High Side: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 1263 85-89 - 97104794 90-93 - 97104793 Adapter, Low Side: Part of Hose Asm. 0-rings: Receiver/dryer 85-91 - 94154048 92-93 - 94461700 Switch/pipe - 94461902 Suction hose: 85-86: 1.5L - 97104799; 1.6L - 97104800 90-93: 1.6L - 97104801; 1.8L - 97104803 B. General Information Several items affecting the performance and durability of the system should be considered: 1. Performance When performed properly, the retrofit from R-12 to R-134a will have minimal effect on the system's performance in most climatic conditions found in the United States and Canada. 2. Leakage Experience has shown that most leakage in an A/C system is due to leaks at the joints, or through a small leak in a hose, usually at the coupling. The R-134a molecules are smaller than R-12, and a small leak may result in a faster loss of refrigerant with R-134a. Because of this, it is very important to leak check all vehicles using the J 39400 leak detector, BEFORE the retrofit is performed, and repair any leaks found. "0" rings and hoses used in most GM vehicles are compatible with R-134a and do not need replacement during a retrofit. "0" rings or hoses installed in previous repairs may have been of non-compatible materials if GM parts were not used and will be more likely to deteriorate and leak than the original equipment materials. All "0" rings and hoses available through GMSP0 are compatible with R-134a. Remember that the normal policy is to replace the "0" rings whenever a joint is opened for any reason. 3. Desiccant You may have heard that the currently used desiccant in the accumulator is not compatible with R-134a. Extensive testing has shown that it is, in fact, suitable for use with R-134a, once it has been in service in an R-12 system. The accumulator in these models will not have to be changed during the retrofit procedure, unless the vehicle is more than 5 years old. Vehicles more than 5 years old should have the A/D replaced to add new desiccant for proper system drying. In the event that an accumulator/dryer (A/D) needs to be replaced on a retrofitted system in the future, only A/D's with XH-7 desiccant should be used. The service parts for the 1993 vehicles contain only XH-7 desiccant. The parts for the 1992 and older vehicles may contain either XH-5 or XH-7. Parts containing XH-7 can be identified (see Figure 1) by 1) an "A" printed on the top of the A/D; or 2) if there is a label on top of the A/D, there will be a square with an "A" inside; or 3) if there is a time code and date printed on top of the A/D just under the "Harrison" logo, the A/D contains XH-7. A/D's containing XH-5 can still be used on R-12 vehicles. 4. Improved Cooling Performance There have been service bulletins issued in the past with information improving the cooling performance of existing R-12 systems. These bulletins can also be used to improve the performance of retrofitted vehicles in high ambient temperature climates. 5. PAG or V5 Oil Compatibility Contrary to information published to date outside of General Motors, mineral oil and PAG or V5 oil ARE chemically compatible. The mineral oil left in the system after reclaiming the R-12 can remain in the system with no harmful effects. However, the mineral oil will not mix with the R-134a, and so will not circulate and perform its lubricating function. Testing has shown that most of the mineral oil will eventually collect in the Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 1264 accumulator. The system will operate properly as long as refrigerant charge amounts are strictly adhered to. 6. Refrigerant Charge Level The retrofit R-134a charge level is more critical than with R-12 systems. Overcharging may push the mineral oil out of the AID, and cause it to circulate as a liquid. This is more likely to result in compressor damage. Undercharging may lead to loss of performance. It is very important to clear the hoses during the charging operation, to insure that all the refrigerant is delivered to the vehicle A/C system. This is covered in Step 6D of the Retrofit Procedure. C. Parts Information Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 1265 Important: All of the following parts are NOT NEEDED for a normal retrofit. Follow the bulletin procedures to determine which parts you need! Individual vehicle kits are not necessary, since most of the parts are generic and only a few parts are needed for most vehicles. GEO Parts are listed in "Platform Details." Parts are currently available from GMSPO. D. Warranty Information 1. Vehicle Still Within the Original New Vehicle Limited Warranty Period When GM models for the years listed in the bulletin require repairs to the refrigerant system and the vehicles are still covered under the New Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 1266 Vehicle Limited Warranty, dealers are instructed to proceed as follows: Important: On vehicles equipped with A/C systems NOT produced by GM (i.e., rear A/C systems in van conversions), consult the manufacturer of that A/C system for retrofit guidelines. ^ Offer the customer the option of repairing and recharging the system with R12, or retrofitting after repair and recharging with R-134a at no additional charge. ^ Provide the owner with, and review the information contained in, the "Converting Your Auto Air Conditioning System to Use the New Refrigerant" brochure. (Brochure, Form GM-0011, can be ordered free of charge from GM Fulfillment HQ, Phone 1-800-269-5100). ^ Record the customer's choice on the repair order and, as with all properly completed repair orders, ask the customer to sign on the appropriate line acknowledging the repairs requested. ^ Under no circumstances should the retrofit to R-134a be performed unless the customer has had the option explained prior to repair. Once the vehicle has been retrofitted to R-134a, a significant expenditure would be incurred to go back to R-12, in the event the customer has changed his/her mind. THIS OFFER APPLIES ONLY TO VEHICLES REQUIRING A/C REFRIGERANT SYSTEM REPAIRS UNDER THE TERMS OF THE NEW VEHICLE LIMITED WARRANTY. It is not a special policy, and any existing deductibles still apply. This is simply an option being offered to the customer during the warranty period at this time. GM reserves the right to terminate this offer at any time. If the R-12 refrigerant system does not require discharging for a warranty repair, but the customer requests a retrofit to R-134a, the retrofit WOULD BE PERFORMED AT THE CUSTOMER'S EXPENSE, EVEN DURING THE WARRANTY PERIOD. 2. Customer Paid Retrofitting Costs If the customer requests a retrofit to R-134a, for a specific vehicle whose retrofit parts and procedures have been released in this bulletin, the customer would be expected to pay the costs to retrofit under the following conditions: ^ The vehicle is no longer covered by the terms of the New Vehicle Limited Warranty. ^ The vehicle is covered by warranty, but the repair covered under the warranty does not require evacuating and recharging the refrigerant system. 3. Labor Time Information For Vehicles Repaired Under Warranty: Use existing labor operations for correcting the original condition. The quantity of R-134a used should be charged to the normal labor operation (not D4500), just as if it were R-12. Use D4500, 0.3 HR., to charge for parts and labor, for all of the following items: ^ Additional time for recovery of R-12 to meet SAE standards; ^ Install high and low side service port converter fittings; ^ Add PAG or V5 retrofit oil; ^ Complete label information and install. Add 0.2 hours to D4500 for installation of the HPCOS. Use T5321, 0.3 HR., for the Pontiac Bonneville hood seal installation. ANY PARTS OR LABOR TIME OTHER THAN THOSE LISTED ABOVE SHOULD BE CHARGED TO THE REGULAR LABOR OPERATION CORRESPONDING TO THE ORIGINAL CONDITION THAT 1S BEING REPAIRED. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 631209 > May > 96 > A/C - R12 or R134a Service Recommendations Technical Service Bulletin # 631209 Date: 960501 A/C - R12 or R134a Service Recommendations File In Section: 1 - HVAC Bulletin No.: 63-12-09 Date: May, 1996 INFORMATION Subject: Service Issues for Vehicles with R12 or R134a Air Conditioning Systems Models: 1988-96 Passenger Cars and Trucks R12 Service Recommendations As you know, production of R12 refrigerant ceased on December 31, 1995. Although R12 will no longer be manufactured, there is a reserve supply of R12 available. This reserve, along with strict A/C repair service adherence to proper refrigerant recycling procedures, should assure continued availability to meet consumers' needs. R12 can and should continue to be used to service vehicles built with R12 A/C systems as long as it is available. If R12 is no longer available or affordable, a system retrofit utilizing R134a is recommended. R134a IS THE ONLY SUBSTITUTE REFRIGERANT RECOMMENDED BY GM FOR USE IN GM VEHICLE A/C SYSTEMS, AND THEN ONLY AFTER FOLLOWING THE PROPER RETROFIT PROCEDURES FOR THE SPECIFIC MODEL. All new vehicle manufacturers have chosen R134a for retrofit. One of the key reasons is to protect both the service industry and consumers from the high costs that would result from purchasing equipment necessary to service multiple refrigerants. This position also reduces the threat of recycled refrigerant contamination. GM currently offers a simple, low cost R12 to R134a retrofit on many of its late model, front wheel drive passenger cars. Dealers should discuss this capability with owners of these specific models, listed in Retrofit Corporate Bulletin # 43-12-07D, whenever a repair to the A/C refrigerant system is required. Early retrofit of these specific models will aid in prolonging availability of the R12 supply and provide dealer service technicians the opportunity to become more familiar with the proper procedures for performing a retrofit. Remember - R12 and R134a refrigerant are not interchangeable! They cannot be mixed together. In fact, despite the claims of some refrigerant manufacturers, no proposed R12 refrigerant substitute can be added to, mixed with or used to "top off" an R12 system. Under provisions of law covering the service of refrigerants, mixing dissimilar refrigerant products during service is prohibited. To Summarize GM R12 Service Policy 1. Service R12 vehicles with good quality new or recycled R12 as long as it is available. 2. Purchase R12 from a reliable supplier. GMSPO has a supply of high quality R12 available. Dealers are requested to use only R12 supplied by GMSPO for warranty repairs. This high quality refrigerant will insure system performance and avoid the possibility of introducing contaminated material into the customer's A/C system. 3. Carefully test recovered R12 using the PureGuard monitor. On recovery equipment not protected by the PureGuard, always test the recovery cylinder prior to recharging a vehicle A/C system. 4. Discuss the R12 to R134a retrofit option with owners of GM vehicles listed in Retrofit Corporate Bulletin # 43-12-07D. Provide owner with a copy of the pamphlet "Converting Your Auto Air Conditioning System to Use the New Refrigerant". 5. Become familiar with retrofit procedures and exercise care in the handling of dissimilar refrigerants to prevent contamination. R134A Service Recommendations When servicing a previously retrofitted vehicle, there is concern that if all of the R12 is not completely removed prior to the retrofit procedure, it could contaminate your R134a equipment and recovery tank when a subsequent A/C repair is performed. Although the number of retrofits being performed today is minimal, the volume will increase as R12 prices rise. GM Service Technology Group is in the process of field testing a new R134a refrigerant purity tester similar to the PureGuard R12 refrigerant tester you now use. This new tool will mount to your ACR4 R134a Recovery Recycle and Recharge cart and sample all R134a refrigerant prior to recovery. It is expected that testing of this tool will be completed this year. This new tool, the Pureguard 2, will also test vehicles and your recycle tank for air contamination, which is threatening A/C system performance. High levels of air have been found in the recovery tanks on a number of R12 and R134a recovery carts. Air contamination is caused by improper recovery Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 631209 > May > 96 > A/C - R12 or R134a Service Recommendations > Page 1271 procedures and short-cutting refrigerant recycling times. Use the following procedure for testing and correcting air contamination in your A/C service equipment. 1. Make certain that the ACR4 equipment has not been used for at least 12 hours. It is recommended that the equipment be left in an area where the temperature will remain constant overnight to allow the temperature of the refrigerant in the tank to stabilize. 2. Record the surrounding air temperature next to the ACR4 refrigerant tank. Important: A major assumption is that the ambient air temperature next to the tank represents the refrigerant temperature in the tank. Failure to take care in measuring the temperature could result in unnecessary work. 3. Close both liquid (blue) and vapor (red) valves on the ACR4 tank. 4. Disconnect low side (blue) service hose from the back of the ACR4. 5. Slowly disconnect the tank vapor hose (red) from the back of the ACR4 and connect it to the low side service port. 6. Open the vapor (red) valve on the tank and record the tank pressure on the low side gage. 7. Restore hoses to the original position. 8. Referring to the Table, find the ambient temperature measured in Step 2. Compare the pressure reading from Step 6 to the "maximum allowable pressure". If the pressure reading from Step 6 is less than the "maximum allowable pressure", no further action is necessary. Important: The closer the tank pressure is to the desired tank pressure, the better the A/C system will perform. 9. If the pressure reading from Step 6 exceeds the maximum allowable pressure from the Table, open both tank valves and operate the ACR4 through 4 or 5 evacuation cycles. This will activate the automatic air purge to lower the tank pressure. Important: Station should not be connected to vehicle. 10. Repeat the tank pressure checking procedure the next day to determine if the pressure has been reduced to acceptable levels. If the tank pressure has been reduced but is not acceptable, cycle with ACR4 through more evacuation cycles and recheck the next day. Continue process until acceptable pressure is obtained. If the tank pressure is not reduced through the evacuation cycling, then Kent-Moore should be contacted at 1-800-345-2233. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 531205 > May > 95 > Contaminated R12 Refrigerant - Testing & Handling Refrigerant: Technical Service Bulletins Contaminated R12 Refrigerant - Testing & Handling FILE IN SECTION: 1 - HVAC BULLETIN NO.: 53-12-05 DATE: May, 1995 SUBJECT: Contaminated R12 Refrigerant Testing and Handling MODELS: 1994 and Prior Passenger Cars and Trucks with R12 A/C Systems The J 39851 "PureGuard" R12 refrigerant monitor was recently shipped to all GM dealers as an essential tool to test R12 refrigerant. Dealers are strongly urged to install this protective device on their ACR3 or other R12 recovery equipment immediately. The PureGuard is easily installed on any recovery cart (20 minutes), requires no recovery cart modifications, is fully automatic (no training required) and does not increase the time required to perform normal A/C service procedures. Proper use of this tool can: ^ Prevent damage to your R12 recovery/recycling equipment. ^ Prevent contamination of previously recovered R12 in the recovery tank. ^ Prevent loss of your recovered R12 as contaminated refrigerant will activate automatic air purge system. ^ Prevent the spread of contaminated R12 to other vehicles you service. If your dealership has multiple R12 recovery stations which are not protected, use the PureGuard to check the refrigerant in these recovery tanks for contamination at least once each week. Simply connect the PureGuard blue service hose (that would normally be connected to the vehicle low side service port) to the red or vapor side of any recovery cart tank and run the test. It is also important to check a tank containing recovered/recycled material for purity before installation on your charging equipment. Even new R12 refrigerant purchased from sources other than GM should be tested for contamination prior to use. Sources of Contaminated R12 Refrigerant Since refrigerant testing has not been a standard practice in the mobile A/C repair industry, the amount of R12 refrigerant contamination is unknown. As R12 prices rise and supplies are depleted, it is anticipated that contaminated R12 refrigerant may become more prevalent from the following as well as other sources: ^ The use of R12 refrigerant substitutes without installation of unique service fittings and proper identification labeling. ^ Improper use of R12 substitutes, such as topping off R12 systems with R134a or other refrigerants available to "do-it-yourselfers". ^ Poor quality or contaminated new or reprocessed R12 refrigerant. R12 can and should continue to be used to service vehicles built with R12 as long as it is available. Combining any refrigerant with R12 results in a refrigerant mixture which cannot be used in an A/C system. R134a is the only substitute refrigerant approved by GM and should only be used when the appropriate retrofit service bulletin procedures are explicitly followed. Use of any other substitute refrigerant requires the purchase of additional dedicated recovery, recycling (if applicable) and charging equipment to service each substitute refrigerant used. However, you should know that the Environmental Protection Agency (EPA) has listed several products as acceptable replacements for R12 mobile A/C systems under the Significant New Alternatives Policy (SNAP). Some of these products are: R134a, R401c (a DuPont refrigerant blend) and FRIGC (another refrigerant blend). It is important to understand that the SNAP program only considers the health, safety and environmental characteristics of a chemical. It does not test for A/C system cooling performance or durability. That judgment is deferred to the vehicle manufacturer. Use of any R12 refrigerant substitute without dedicated service equipment, unique fittings, labels and refrigerant testing prior to recovery, could result in contamination of the R12 supply and the loss of the R12 recycling program. What To Do When Contamination is Detected Repeat the test to verify contaminated refrigerant is present. Clear the PureGuard following the instructions listed on the face panel, then perform a second test to verify that the vehicle A/C system contains contaminated or mixed refrigerant. Contact the vehicle owner to advise that previous A/C system repairs were apparently performed with an R12 refrigerant substitute. Suggest the owner Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 531205 > May > 95 > Contaminated R12 Refrigerant - Testing & Handling > Page 1276 contact or return to the previous repair facility. Explain that environmental regulations prohibit repair facilities from discharging ozone depleting A/C refrigerants into the atmosphere. Explain that recovery of this unknown refrigerant could damage your service equipment. If the customer wishes to pursue repairs through your facility, it is recommended that the proper A/C service equipment be purchased. General Motors recommends the Kent-Moore J 41428 "Scavenger", an air operated refrigerant recovery station, be used to remove unknown refrigerants. The air operated feature reduces the hazard of recovering potentially flammable refrigerants. Dealers should evaluate the need to purchase the equipment based on the number of contaminated vehicles they encounter. As an alternative to the initial purchase of a recovery only station, dealers should check locally for A/C specialty shops which may have the equipment to service substitute or contaminated refrigerants. They may be able to provide contaminated refrigerant recovery service to the dealer. The GM Service Technology Group has tested a recovery procedure where a 15 or 30 pound DOT approved refillable tank is fully evacuated then connected to a vehicle A/C system to recover the charge. Testing has shown that even when the recovery tank is cooled down in dry ice, the procedure does not guarantee the entire charge will be recovered. Since EPA regulations require full recovery of ozone depleting substances, GM does not recommend this procedure. Contaminated Refrigerant Disposal Although A/C refrigerant testing and disposal have not been a service practice in the mobile A/C industry, It has been common in the stationary A/C service industry for many years. Listed at the end of this bulletin are companies that provide refrigerant disposal service for the stationary A/C industry. Please be advised that GM has not independently evaluated these companies and is not in any way endorsing or promoting the use of these companies. Each of these companies has expressed an interest in providing refrigerant disposal service to GM dealers. In working with the stationary A/C industry, these companies typically receive large volumes of different refrigerants that have been mixed together. Unfortunately, because the volume of material returned by the mobile A/C industry will be in much smaller quantities, the cost of handling will be greater. To arrange for return of the refrigerant, simply call the company nearest you using the phone number listed below. The company will advise you on billing and shipping procedures. Disposal cost will vary between $3.00 and $5.00 per pound plus freight and handling. Shipping charges will vary by distance and location. In general, a 7 to 10 day turn-around time on the tank can be expected. The tank can be shipped via common carrier. Documents that your refrigerant has been properly disposed of will be sent to you with the return of your tank. As an alternative, many dealerships already have contracts in place with a disposal company who manages their hazardous wastes. In these cases, the disposal service may agree to handle containers of mixed refrigerants. Initially, the local disposal companies may be surprised by this inquiry. They may want to evaluate how much material will be collected before deciding whether to provide this service. As we move forward with the practice of testing R12 refrigerant, it will take time for all the questions to be answered. STG will provide additional information as soon as it is available. Understanding The PureGuard The PureGuard is a highly sensitive instrument capable of detecting R12 with 3% or less cross-contamination with other refrigerants. Any refrigerant mixture in excess of this amount poses a threat to both your refrigerant supply and recovery equipment. The PureGuard uses a pass/fail approach when monitoring the refrigerant and is precisely calibrated to cut power to the recovery machine if it encounters R12 mixed with any substitute refrigerants. The PureGuard ignores the presence of the air, dyes or oils in the refrigerant sampled. At least 20 psi must be present in the vehicle's A/C system for the PureGuard to function. Otherwise, refrigerant cannot be introduced to the PureGuard's test chamber. If a vehicle's A/C system contains less than 20 psi, it is an indication that the vehicle's system is nearly depleted of refrigerant. Occasionally, erratic PureGuard operation or service code 002 display will be encountered when A/C system pressure is exactly 20 psi. If this occurs, simply cycle the on/off switch to reset the PureGuard. After the 30 second PureGuard warm-up cycle, proceed immediately with vehicle recovery operation. Feedback from the field has indicated PureGuard service code 002 will also be displayed if the oil drain port is not sealed. Make sure the "0" ring seal in the cap is in place and that the cap is tight. If the PureGuard fails to clear or if you experience any other problems operating the PureGuard, contact Kent-Moore Technical Service at 1-800-345-2233. The unit should not be returned without first contacting Kent-Moore to obtain return authorization. Refrigerant Disposal Locations: United States Refrigerant Reclamation Inc. 12420 North Green River Rd. Evansville, IN 47711 800-207-5931, FAX - 812-867-1463 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 531205 > May > 95 > Contaminated R12 Refrigerant - Testing & Handling > Page 1277 Omega Refrigerant Reclamation 5263 North Fourth St. Irwindale, CA 91706 310-698-0991, FAX 310-696-1908 Refrigerant Management Svcs of Georgia 216 F. Atlanta Hwy. Cumming, GA 30130 Ph/FAX 800-347-5872 Refrigerant Reclaim Inc. 122 Old Stage Coach Rd. Dumfries, VA 22026 800-238-5902, FAX 703-441-0393 Gartech Refrigerant Reclamation Ctr. 2002 Platinum Garland, TX 75042 214-272-4070, FAX 214-272-8548 National Refrigerants, Inc. 11401 Roosevelt Blvd. Philadelphia, PA 19154 215-698-6620, FAX 215-602-8205 CFC Reclamation 1321 Swift North Kansas City, MO 64116 816-471-2511 Full Cycle-Global 550 James Street Lakewood, NJ 08701 908-370-3400, FAX - 908-370-3088 Refrigerant Reclaim Svcs, Inc. dba Full Cycle-Global 121 S. Norwood Drive Ft. Worth, TX 76053-7807 817-282-0022, FAX - 800-831-6182 Full Cycle-Global 2055 Silber, Ste. 109 Houston, TX 77055 713-681-7370, FAX - 713-681-9947 Full Cycle-Global 343 South Airline Hwy. Gonzales, LA 70737 504-644-5303, FAX - 504-644-1809 Full Cycle-Global 2966 Wireton Blue Island, IL 60406 708-388-8551, FAX - 708-388-8550 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431215 > Nov > 94 > A/C - R134a Leak Detection With Tracer Dye Refrigerant: Technical Service Bulletins A/C - R134a Leak Detection With Tracer Dye File In Section: 1 - HVAC Bulletin No.: 43-12-15 Date: November, 1994 Subject: R134a Leak Detection with Tracer Dye Models: All 1993-95 Vehicles with OEM R134a Systems All R12 Vehicles Retrofitted to R134a Systems R134a refrigerant is uniquely different from R12 refrigerant and requires some changes in the repair methods, tools and materials used in A/C service. Two important differences between R134a and R12 which affect the technicians ability to locate refrigerant leaks are: 1. The R134a molecule is smaller than the R12 molecule and therefore will leak through smaller openings. For the same size opening the smaller R134a molecule will leak out faster than the R12. 2. R134a refrigerant does not contain chlorine which the older R12 electronic leak detectors found very easy to identify. Many of today's electronic leak detectors have difficulty locating small R134a refrigerant leaks. In order to insure the highest quality in A/C system service, the J 39400 electronic leak detector was released as an essential tool for all GM dealers. This is the only refrigerant leak detector approved by GM for service on R134a vehicles. If maintained properly (Reference Bulletin No. 431218) and used in accordance with Service Manual procedures, the J 39400 will provide the most accurate and efficient method of locating R134a refrigerant leaks under most conditions. If the technician cannot find the leak with the J 39400 and the system is known to have lost charge, a new fluorescent leak tracer dye Kent-Moore* P/N J 41447, has been released that mixes with the R134a PAG oil. This dye is detectable through the use of an ultraviolet (black) light and glows yellow/green at the leak location (similar to using dye in engine leak detection). J 41447 IS THE ONLY APPROVED DYE BY GENERAL MOTORS. Not all R134a dyes are compatible with GM's PAG oil. Some dyes decrease the oil viscosity or chemically react with the oil. Use of alternate products may affect system reliability and cause premature compressor failure. Note: THIS DYE IS NOT TO BE USED IN R-12 SYSTEMS. Unlike mineral oil, the R134a PAG oil has special properties the technician should keep in mind. 1. PAG oil is water soluble and traces of PAG oil found at leaking joints are subject to "washing out". Condensation on refrigerant lines or the evaporator core may wash the PAG oil and leak dye off the line or off the core and out the condensate drain. This can make some leaks harder to find using the dye detector. Fluorescence at the drain opening would indicate a core leak. 2. Use of the R134a tracer dye requires time. Depending upon the leak rate, it may take between 15 minutes and 7 days for the leak to become visible. 3. The dye, mixed with the PAG oil, is retained in the system and is detectable for 2+ years. Do not double or triple charge the system with dye as this may cause reliability concerns. Use only the 1/4 oz. charge. The dye has a refrigerant leak detection notice sticker included with the package. Complete the sticker information and place near the charge label. Dye Injection R-134a dye can be injected two ways: 1. With the A/C system charged, use the instructions provided with the new R134a leak dye injection tool, J 41436. 2. With A/C system discharged, add dye into the newly replaced component assembly. It is important to note that it is normal to find oil traces at the compressor shaft seal during compressor operation, some oil will hydraulically seep past the shaft seal. This does not mean that the shaft seal is defective or that the refrigerant has leaked. Refrigerant leaks at the shaft seal should be verified with the electronic leak detector (J 39400) following the procedure detailed in the Service Manual. If, however, the amount of oil is excessive, the shaft seal is suspect and should be replaced. (For example, refrigerant oil has coated the clutch plate edge at gap between clutch and pulley, or oil slinging has occurred-oil line shows on underside of hood, etc.). Also, after working on A/C components with dye, it is important to wipe the joint and/or access ports clean of any residual dye with GM solvent (GM Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431215 > Nov > 94 > A/C - R134a Leak Detection With Tracer Dye > Page 1282 P/N 1050436) to prevent false diagnosis at a later point. * We believe this source and their equipment to be reliable. There may be additional manufacturers of such equipment. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or equipment from these firms or for any such items which may be available from other sources. Parts Information GM solvent, P/N 1050436, is currently available from GMSPO. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431223 > Sep > 94 > A/C Refrigerant - Contamination Refrigerant: Technical Service Bulletins A/C Refrigerant - Contamination File In Section: 1 - HVAC Bulletin No.: 43-12-23 Date: September, 1994 Subject: Contaminated A/C Refrigerant Models: 1994 and Prior Passenger Cars and Trucks with R12 Air Conditioning Systems Government regulations limit the production of R12 refrigerant, commonly referred to as Freon, during 1994/1995 and restrict manufacture of new R12 material effective January 1, 1996. As R12 prices rise and supplies are depleted, it is anticipated non-approved substitute refrigerants and/or poor quality R12 material sold as new or reprocessed may become more prevalent. The Mobile Air Conditioning Society (MACS) recently expressed concern over reports of the sale of R12 refrigerant containing as high as 15% contamination by R22, a refrigerant commonly used in stationary home systems but unsuitable for use in mobile units. GM dealers should be careful to protect against contaminating their existing supplies of R12 or the A/C systems in customers' vehicles they service by dealing with reputable suppliers. All R12 refrigerant purchased for warranty repairs should be purchased through GM SPO to ensure GM quality standards are met. The use of non-approved R12 refrigerant substitutes, some of which contain flammable materials, has also been reported by MACS. These products are available to "do-it-yourselfers" who, in many cases, believe they are harmless replacements for the small cans of R12 used so commonly in the past. Once added to the A/C system, the vehicle can no longer be serviced using R12 recovery/recycling equipment without: - Risking permanent damage to recovery/recycling equipment - Contaminating the previously recovered R12 material in the recovery tank - Spreading the contamination when the recovered material is used to charge other vehicles or - Possible loss of the recovered material if the contaminated level is high enough to activate the air purge system Contaminated refrigerant also impacts customer satisfaction through poor vehicle A/C performance and loss of A/C system compressor/component durability. System or component failure resulting from the use of refrigerant which does not meet GM specification is not covered by the "New Vehicle Warranty". Unfortunately, there is no simple method to identify if a "do-it-yourselfer" or repair shop has added to or recharged a system with a non-approved refrigerant. The inability to protect against the spread of contaminated refrigerant threatens the recycling program and the industry's desire to maximize use of the remaining R12 supply. Beginning in 1993, General Motors STG, Harrison Division, Research Labs and Kent-Moore worked in conjunction with suppliers of various technologies to develop a tester to identify contaminated refrigerant in vehicle A/C systems before recovery. During development of the technology, several dealer service manager focus group studies were conducted to identify design features to best suit dealership needs. The discussions and surveys clearly indicated the desire for a dedicated instrument, permanently mounted to the refrigerant recovery cart to ensure ALL vehicles are automatically tested prior to recovering refrigerant. Testing ALL refrigerant for contamination prior to recovery is the ONLY means to ensure customer satisfaction, protect recovery equipment and avoid unintentional venting of refrigerant by your dealership. General Motors has evaluated all available technology for this project and only the J 39851 R12 "Pureguard" meets General Motors' specifications. The J 39851 R12 Pureguard Refrigerant Monitor has been classified as an essential tool and will be shipped by Kent-Moore to your dealership beginning in September of 1994. The essential price of the R12 "Pureguard" is $561 (for Canadian dealers the price is $800 Canadian). If your dealership has multiple R12 recovery equipment, additional units may be ordered from Kent-Moore for $561 at 1-800-345-2233. Features of the R12 "Pureguard" include: - Universally mounts to R12 Recovery Equipment - Automatically interrupts power to the Recovery Equipment when contaminated refrigerant is identified - Fully automatic design does not require technician action, training or interpretation - LCD displays Pureguard functions Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431223 > Sep > 94 > A/C Refrigerant - Contamination > Page 1287 - Meets GM contamination sensitivity requirements - Self calibrating - Micro-processor controlled - Audio alarm alerts technician Other Refrigerant Identifiers are being advertised which may be available this A/C season. However, ONLY the Kent-Moore J 39851 R12 "Pureguard" meets General Motors' current specifications which ensure recovered refrigerant is compatible with General Motors vehicles and General Motors approved recovery systems. An R134a Pureguard Refrigerant Identifier is currently under development and is anticipated to be available in early 1995. The contamination of R134a refrigerant is not expected to be a concern until the program to retrofit R12 vehicles to R134a becomes more widely used. Future bulletins will be issued to address the recovery and disposal of contaminated refrigerant. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 331226 > Jan > 94 > A/C - Retrofitting R-12 Vehicles to R-134A Refrigerant: Technical Service Bulletins A/C - Retrofitting R-12 Vehicles to R-134A Group Ref.: HVAC Bulletin No.: 331226 Date: January, 1994 INFORMATION SUBJECT: RETROFITTING R-12 VEHICLES TO R-134a MODELS: 1994 AND PRIOR YEARS, PASSENGER CARS AND TRUCKS WITH R-12 A/C SYSTEMS There has been a great deal of information presented by the media regarding the need to retrofit vehicles produced with R-12, to a substitute refrigerant. This bulletin will outline GM's position and future plans on this subject. Most important, there is currently NO requirement to retrofit any R-12 vehicle. Vehicles built with R-12 can be serviced with R-12, as long as the refrigerant is available. At some point in time, R-12 may become either too scarce or too expensive to economically justify service on some vehicles with R-12. By that time, GM will provide you with instructions on retrofitting those vehicles from R-12 to R-134a. GM vehicle divisions, platforms, and component suppliers have been actively working on the details of retrofitting R-12 vehicles. An enormous amount of work is required to determine how hundreds of vehicle models can be satisfactorily retrofitted. Additional information will be provided as it becomes available. The following items contain important technical information that should answer many of the questions, and correct some misconceptions reported in the media. SUBSTITUTE REFRIGERANTS R-134a is the only approved substitute refrigerant that GM recommends and it should only be used if a complete retrofit procedure has been performed. None of the other refrigerants currently being marketed as replacement or drop-in substitutes for R-12 are approved for use in GM vehicles. R-12 and R-134a are not interchangeable. R-134a cannot be added to fill a low R-12 system. The combination of the two materials can cause high system pressures, which could cause damage to the system. Retrofitting an R-12 vehicle to R-134a requires careful preparation to insure that neither the vehicle nor the A/C service equipment has become contaminated. RESIDUAL MINERAL OIL The concern that mineral oil is chemically incompatible with R-134a and/or PAG lubricant has been proven to be untrue. A normal charge of mineral oil left in the A/C system after a retrofit to R-134a will not damage the system. Mineral oil, however, does not mix well with R-134a, and will not provide adequate lubrication. Tests on both the orifice tube and TXV systems show that the mineral oil parks in places such as the accumulator, and does not appreciably affect performance or damage the system. The retrofit service bulletin will specify the correct oil to be used. It is important that this oil recommendation be followed carefully. RESIDUAL R-12 Residual R-12 left in a system, due to improper retrofit service procedures, may result in system damage unless the residual R-12 is kept below the 2 percent limit specified by the Society of Automotive Engineers' Specification J-1661. New service methods are being developed to minimize the level of R-12 remaining in the A/C system after the retrofit procedure is completed. Following these new procedures will be critical to insure that the above limits are met. SYSTEM FLUSHING R-11, a material commonly used as an A/C system flushing solvent, has been found to be chemically incompatible with PAG lubricant. Technicians should be aware that residual R-11 remaining in an R-12 system will be very damaging if the vehicle is retrofitted to R-134a later in its life. For many years GM has recommended the use of in-line filters as an alternative to system flushing. SYSTEM FLUSHING, USING EITHER R-11 OR ANY OTHER FLUSHING MATERIAL, IS NOT APPROVED BY GM FOR ANY A/C SYSTEM. DESICCANT PROTECTION Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 331226 > Jan > 94 > A/C - Retrofitting R-12 Vehicles to R-134A > Page 1292 It has been reported that the desiccant (moisture absorption material) used in 1992 and older R-12 A/C systems is incompatible with R-134a and PAG oil. The older desiccant was designed specifically for R-12 systems, but testing has shown that it is NOT necessary to replace the older desiccant just because the vehicle is being retrofitted to R-134a. 1993 and newer GM vehicles use desiccant designed to be compatible with both R-12 and R-134a systems. The amount of desiccant used in most GM vehicles is designed to last for at least seven years. To help maintain adequate protection for vehicles that must be retrofitted, it is recommended that the accumulator/dryer, which contains the desiccant, be replaced if the vehicle is more than five years old. "O" RINGS While continuing to service with R-12, be sure to use "O" rings and seal materials which are compatible with R-134a and PAG oil. This practice will eliminate concern in case the vehicle requires retrofitting later in its life. All "O" rings and seal materials available from GMSPO are compatible with R-134a systems. RETROFITTED SYSTEM PERFORMANCE Currently, it appears that for most GM vehicles, the retrofit procedure will require minimal changes to the existing system. Some vehicles may need additional parts and/or procedures to provide acceptable performance and/or durability. Our testing has shown that vehicles that have undergone recommended retrofit procedures will, in most climatic conditions, be minimally affected in terms of A/C performance. SERVICE POLICY Basic service policy is as follows: During Warranty - If an R-12 produced vehicle A/C system must be repaired or recharged under warranty, repairs will be completed using R-12. If R-12 is unavailable or unaffordable, GM will notify the dealer body and will pay for the warranty repair and the retrofit to R-134a. NOTE: It a customer requests that an in-warranty vehicle be converted to R-134a, and the R-12 system is functioning properly, the customer will be expected to pay for the retrofit. Out of Warranty - The cost of the conversion will be the responsibility of the customer. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 331228 > Dec > 93 > A/C - Refrigerant Production Change R12 to R134a Refrigerant: Technical Service Bulletins A/C - Refrigerant Production Change R12 to R134a Group Ref.: HVAC Bulletin No.: 331228 Date: December, 1993 INFORMATION SUBJECT: REFRIGERANT CHANGE IN PRODUCTION VEHICLES EQUIPPED WITH AIR CONDITIONING (RPO C60) MODELS: 1994 CHEVROLET CAVALIER 1994 PONTIAC SUNBIRD Vehicles produced on and after January 3, 1994 equipped with air conditioning (RPO C60) will be charged with R134a. This includes vehicles produced at both the Lordstown and Ramos assembly plants. To identify this change, the vehicles charged with R134a will have the RPO code KR1 in addition to RPO code C60. Also, an underhood sticker will indicate the use of R134a and proper charge amount. With the exception of the special tools needed to service R134a, service diagnostics and procedures are generally the same as vehicles previously produced with R12. This information can be located in Section 1B of the appropriate service manual. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 922501A > Aug > 92 > A/C - Use of Alternate Refrigerants In CFC 12 Refrigerant: Technical Service Bulletins A/C - Use of Alternate Refrigerants In CFC 12 Number: 92-250-1A Section: 0A Date: AUGUST 1992 Corporate Bulletin No.: 231205 ASE No.: A7 Subject: USE OF ALTERNATE REFRIGERANTS IN CFC 12 REFRIGERANT MOBILE AIR CONDITIONERS Model and Year: GALL MODEL YEARS - ALL PASSENGER CARS AND TRUCKS INCLUDING GEO A number of inquiries have been received concerning the use of "alternate refrigerants" as a replacement for R-12 refrigerant in General Motors air conditioning systems. Regardless of any advertised claims, there are currently no substitutes for refrigerant R-12 approved by General Motors. At the present time, only new or recycled R-12 is approved for use in General Motors R-12 air conditioning systems. Based on studies performed to date, the use of "alternate refrigerants" in General Motors R-12 air conditioning systems may result in higher system pressures, higher leak rates or incompatibility with drying and sealing materials. System performance and reliability may also be affected. Service equipment manufacturers have indicated that cross-contaminating R-12 recovery/recycling equipment with "alternate refrigerants" may damage the equipment. General Motors supports the Society of Automotive Engineers recommended service procedures for recovery and recycling of R-12. The use of known "alternate refrigerants" without proper service practices for identifying vehicle systems containing these "alternate refrigerants" and dedicated recovery equipment to service those vehicles will contaminate the recycled supply of R-12 refrigerant. Contamination of the recycled R-12 refrigerant makes the refrigerant unusable for recharging air conditioning systems and could jeopardize the recycling program. At the present time, General Motors has not approved any "alternate refrigerant" for R-12 in R-12 air conditioning systems. Therefore, R-12 systems should continue to be serviced with new or recycled R-12 only. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > Page 1301 Refrigerant: Technical Service Bulletins A/C - Contaminated R134A Refrigerant Bulletin No.: 06-01-39-007 Date: July 25, 2006 INFORMATION Subject: Contaminated R134a Refrigerant Found on Market for Automotive Air-Conditioning Systems Models: 2007 and Prior GM Passenger Cars and Trucks (including Saturn) 2007 and Prior HUMMER H2, H3 2007 and Prior Saab 9-7X Attention: This bulletin should be directed to the Service Manager as well as the Parts Manager. Commercially Available Contaminated R134a Refrigerant Impurities have been found in new commercially available containers of R134a. High levels of contaminates may cause decreased performance, and be detrimental to some air-conditioning components. Accompanying these contaminates has been high levels of moisture. Tip: Excessive moisture may cause system concerns such as orifice tube freeze-up and reduced performance. Industry Reaction: New Industry Purity Standards Due to the potential availability of these lower quality refrigerants, the Society of Automotive Engineers (SAE), and the Air Conditioning and Refrigeration Industry (ARI) are in the process of instituting reliable standards that will be carried on the labels of future R134a refrigerant containers. This identifying symbol will be your assurance of a product that conforms to the minimum standard for OEM Automotive Air-Conditioning use. How Can You Protect Yourself Today? It is recommended to use GM or ACDelco(R) sourced refrigerants for all A/C repair work. These refrigerants meet General Motors own internal standards for quality and purity, insuring that your completed repairs are as good as the way it left the factory. Parts Information The part numbers shown are available through GMSPO or ACDelco(R). The nearest ACDelco(R) distributor in your area can be found by calling 1-800-223-3526 (U.S. Only). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > Page 1302 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > Page 1303 Refrigerant: Technical Service Bulletins A/C - Refrigerant Recovery/Recharge Equipment File In Section: 01 - HVAC Bulletin No.: 99-01-38-006A Date: May, 2000 WARRANTY ADMINISTRATION Subject: J-43600 ACR 2000 Essential Refrigerant Recovery/Recharge Equipment Models: 1993-2000 Passenger Cars and Light Duty Trucks with R-134a Refrigerant This bulletin is being revised to change the effective date and to update the text. Please discard Corporate Bulletin Number 99-01-38-006 (Section 01 - HVAC). Effective June 1, 2000, the use of J-43600 ACR 2000 will be required on all repairs that require A/C system recovery and are reimbursable by GM. Additionally, GM highly recommends that J-43600 ACR 2000 be used on all GM cars and trucks for customer paid A/C repairs. Important: Also effective June 1, 2000, the "Add" time for all air conditioning recovery is revised to 0.5 hours for front systems and 0.7 hours for front/rear dual systems (RPO C69 or C34). After June 1, 2000, all air conditioning claims submitted with the 0.9 hours "Add" time will be rejected for "labor hours excessive". After the completion of repairs (charging), the ACR 2000 will prompt the user to perform a snapshot of the air conditioning system operating data. The snapshot includes: ^ Maximum high side pressure. ^ Minimum low side pressure. ^ Duct outlet temperatures (2). ^ Refrigerant purity information. This information is captured on a paper printout and in a warranty code. For all GM paid repairs, the paper printout should be attached to the shop copy of the repair order. The warranty code must be submitted in the warranty claim information in the comments field. The code enables the reporting of valuable information about the repair to GM for product quality improvement. Claims submitted without this information may be subject to review and subsequent debit. The required use of J-43600 ACR 2000 raises the question of the acceptable uses for any existing recovery/recycle equipment that GM dealers are currently using. GM recognizes that many of the previously essential ACR4's are reaching the end of their useful life. There are several alternatives for existing equipment that may be considered: ^ Use the existing equipment as customer paid recovery only equipment. Example: Collision repair area. ^ Use the existing equipment as a scavenger unit for contaminated A/C systems. ^ Sell the existing units to repair facilities outside the GM dealer network. ^ Discontinue the use of the existing units if the repair/maintenance costs exceed the value of the equipment. ^ Donate the existing equipment to local technical schools. ^ Dedicate the ACR4 to A/C system flushing, using the J-42939 Flush Adapter. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > Page 1304 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > Page 1305 Refrigerant: Technical Service Bulletins A/C - Refrigerant Production Change R12 to R134a Group Ref.: HVAC Bulletin No.: 331228 Date: December, 1993 INFORMATION SUBJECT: REFRIGERANT CHANGE IN PRODUCTION VEHICLES EQUIPPED WITH AIR CONDITIONING (RPO C60) MODELS: 1994 CHEVROLET CAVALIER 1994 PONTIAC SUNBIRD Vehicles produced on and after January 3, 1994 equipped with air conditioning (RPO C60) will be charged with R134a. This includes vehicles produced at both the Lordstown and Ramos assembly plants. To identify this change, the vehicles charged with R134a will have the RPO code KR1 in addition to RPO code C60. Also, an underhood sticker will indicate the use of R134a and proper charge amount. With the exception of the special tools needed to service R134a, service diagnostics and procedures are generally the same as vehicles previously produced with R12. This information can be located in Section 1B of the appropriate service manual. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins > Page 1306 Refrigerant: Specifications Refrigerant Capacity, Lbs. ................................................................................................................... .............................................................................. 1.5 Refrigerant Type ............................................. ............................................................................................................................................................ R-134a Refrigeration Oil Viscosity .............................................................................................................................................. ........................................................................ [02] Total System Capacity, Ounces .......................... .............................................................................................................................................................. 9 Compressor Oil Level ....................................................................................................................... ........................................................................... [01] Compressor Clutch Air Gap, Inch ........................................................................................................ ................................................................... .015-.020 [01] Note that "Oil Level" cannot be checked. Refer to total capacity in ounces. [02] PAG (Polyalkylene Glycol) synthetic refrigerant oil, GM part No. 12345923 or equivalent. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant Oil > Component Information > Technical Service Bulletins > A/C - New PAG Oil Refrigerant Oil: Technical Service Bulletins A/C - New PAG Oil Bulletin No.: 02-01-39-004B Date: November 16, 2005 INFORMATION Subject: New PAG Oil Released Models: 2006 and Prior GM Passenger Cars and Trucks (Including Saturn) 2003-2006 HUMMER H2 2006 HUMMER H3 2005-2006 Saab 9-7X Built With R-134a Refrigeration System All Air Conditioning Compressor Types (Excluding R4 and A6 Type Compressors) Supercede: This bulletin is being revised to change the PAG oil part number used for R4 and A6 compressors with R-134a refrigerant systems. Please discard Corporate Bulletin Number 02-01-39-004A (Section 01 - HVAC). All General Motors vehicles built with R-134a refrigerant systems shall now be serviced with GM Universal PAG Oil (excluding vehicles equipped with an R4 or A6 compressor). R4 and A6 compressors with R-134a refrigerant systems shall use PAG OIL, GM P/N 12356151 (A/C Delco part number 15-118) (in Canada, use P/N 10953486). Important: The PAG oil referenced in this bulletin is formulated with specific additive packages that meet General Motors specifications and use of another oil may void the A/C systems warranty. Use this new PAG oil when servicing the A/C system on the vehicles listed above. Oil packaged in an 8 oz tube should be installed using A/C Oil Injector, J 45037. Refer to the HVAC Section of Service Information for detailed information on Oil Balancing and Capacities. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant Oil > Component Information > Specifications > Capacity Specifications Refrigerant Oil: Capacity Specifications Compressor Model [01] ....................................................................................................................... ............................................................................ V-5 Oil Charge (FL. Oz.) When Replacing Component Compressor ......................................................................................................................................... ............................................................................. [03] Evaporator ........................................................................................................................................... ................................................................................. 3 Condenser ...................................................... .............................................................................................................................................................. ........ 1 Accumulator ............................................................................................................................. ......................................................................................... 3.5 [01] Variable displacement compressor. [03] Drain oil from old compressor and measure, then drain new compressor. If more than one ounce is drained from old compressor, add same amount to new compressor. If less than one ounce is drained from compressor, add two ounces. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant Oil > Component Information > Specifications > Capacity Specifications > Page 1313 Refrigerant Oil: Fluid Type Specifications REFRIGERANT OIL TYPE ^ R-134a PAG (Polyalkaline Glycol) synthetic refrigerant oil (GM Part No. 12345923) or equivalent. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Brake Bleeding > System Information > Service and Repair > With ABS System Brake Bleeding: Service and Repair With ABS System Manual Bleeding 1. Remove master cylinder reservoir cover, then fill reservoir as necessary. 2. Attach one end of a clear plastic hose to rear bleeder valve of the brake control assembly, then put opposite end of the hose into a clean container. 3. While depressing brake pedal, slowly open bleeder valve, until fluid begins to flow. 4. Close valve and release brake pedal, then repeat procedure for front bleeder valve. 5. Ensure master cylinder is full, then raise and support vehicle. 6. Bleed wheel cylinders and calipers using the following sequence: a. Right rear. b. Left rear. c. Right front. d. Left front. 7. Lower vehicle and check fluid level in reservoir, fill as necessary. 8. Turn on ignition and note pedal travel and feel as follows: a. If pedal feels firm and constant, start the engine and recheck pedal travel. If pedal still feels firm and constant, continue procedure. b. If pedal feels soft or has excessive travel either initially or after engine is started, repeat bleeding procedure. 9. Road test vehicle, make several normal stops from a moderate speed, then make one or two ABS stops at approximately 50 mph. 10. Ensure pedal is still firm and constant. Pressure Bleeding NOTE: To prevent air, moisture and other contaminants from entering system, only diaphragm type pressure bleeding equipment should be used. 1. Attach bleeder adapter tool No. J35589, or equivalent, to master cylinder reservoir, then the adapter tool to the pressure bleeder. 2. Connect a clear plastic hose to the front bleeder valve on the control assembly, then put opposite end of the hose into a clean container partially filled with brake fluid. 3. Set pressure bleeder to 5-10 psi and wait for approximately 30 seconds to ensure there is no leakage. 4. Set pressure bleed equipment to 30-35 psi. 5. Slowly open bleeder valve and allow fluid to flow into container until no air bubbles are seen in fluid, then close the bleeder valve and torque to 65 inch lbs. 6. Attach bleeder hose to rear bleeder valve of the control assembly and repeat preceding step. 7. Position a cloth under hydraulic brake pipe connections. 8. Working from front of the control assembly to the rear, slowly turn each pipe nut and check for air in escaping fluid. 9. When air flow ceases, torque pipe nut to 13 ft. lbs. 10. Raise and support vehicle, then bleed wheel cylinders and calipers using the following sequence: a. Right rear. b. Left rear. c. Right front. d. Left front. 11. Lower vehicle and remove bleeder adapter tool from master cylinder. 12. Check fluid level in reservoir, fill as necessary. 13. Turn ignition switch to On position and note pedal travel and feel as follows: a. If pedal feels firm and constant, start the engine and recheck pedal travel. If pedal still feels firm and constant, continue procedure. b. If pedal feels soft or has excessive travel either initially or after engine is started, repeat bleeding procedure. 14. Road test vehicle, make several normal stops from a moderate speed, then make one or two ABS stops at approximately 50 mph. 15. Ensure pedal is still firm and constant. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Brake Bleeding > System Information > Service and Repair > With ABS System > Page 1318 Brake Bleeding: Service and Repair Without ABS System Manual Fig. 210 Brake System Manual Bleed. NOTE: Pressure bleeding is recommended for all hydraulic systems. However, if a pressure bleeder is unavailable, use the following procedure. Brake fluid damages painted surfaces. Immediately clean any spilled fluid. 1. Remove vacuum reserve by pumping brakes several times with engine off. 2. Fill master cylinder reservoir with clean brake fluid. Check fluid level often during bleeding procedure; do not let reservoir fall below half full. 3. If necessary, bleed master cylinder as follows: a. Disconnect master cylinder forward brake line connection until fluid flows from reservoir. Reconnect and tighten brake line. b. Instruct an assistant to slowly depress brake pedal one time and hold. c. Crack open front brake line connection again, purging air from cylinder. d. Retighten connection and slowly release brake pedal. e. Wait 15 seconds, then repeat until all air is purged. f. Bleed the rearward (nearest the cowl) brake line connection by repeating steps a through e. 4. Loosen, then slightly retighten bleeder valves at all four wheels. Repair any broken, stripped or frozen valves at this time. 5. Proceed to appropriate wheel first and follow set sequence according to Wheel Bleeding Sequence. 6. Place transparent tube over bleeder valve, then allow tube to hang down into transparent container, Fig. 16. Ensure end of tube is submerged in clean brake fluid. 7. Instruct an assistant to slowly depress brake pedal one time and hold. 8. Crack open bleeder valve, purging air from cylinder. Retighten bleeder screw and slowly release pedal. 9. Wait 15 seconds, then repeat steps 7 and 8. Repeat these steps until all air is bled from system. Pressure Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Brake Bleeding > System Information > Service and Repair > With ABS System > Page 1319 Fig. 21 Installing Pressure Bleeder Adapter Fig. 210 Brake System Manual Bleed. 1. Loosen, then slightly retighten bleeder valves at all four wheels. Repair any broken, stripped or frozen valves at this time. 2. Using a diaphragm type pressure bleeder, install suitable bleeder adapter to master cylinder, Fig. 17. 3. Charge bleeder ball to 20-25 psi. 4. Connect pressure bleeder line to adapter. 5. Open line valve on pressure bleeder, then depress bleed-off valve on adapter until a small amount of brake fluid is released. 6. Raise and support vehicle. 7. Proceed to appropriate wheel first and follow set sequence according to Wheel Bleeding Sequence. 8. Place transparent tube over bleeder valve, then allow tube to hang down into transparent container, Fig. 16. Ensure end of tube is submerged in clean brake fluid. 9. Open bleeder valve 1/2 to 3/4 turn and allow fluid to flow into container until all air is purged from line. Front Disc Brakes NOTE: Pressure bleeding is recommended for all hydraulic disc brake systems. The disc brake hydraulic system can be bled manually or with pressure bleeding equipment. On vehicles with disc brakes the brake pedal will require more pumping and frequent checking of fluid level in master cylinder during bleeding operation. Never use brake fluid that has been drained from hydraulic system when bleeding the brakes. Be sure the disc brake pistons are returned to their normal positions and that the shoe and lining assemblies are properly seated. Before driving the vehicle, check brake operation to be sure that a firm Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Brake Bleeding > System Information > Service and Repair > With ABS System > Page 1320 pedal has been obtained. Wheel Bleeding Sequence Rear wheel drive models: if manual bleeding, RR-LR-RF-LF; if pressure bleeding, bleed front brakes together and rear brakes together. Front wheel drive models: RR-LF-LR-RF Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Specifications Circuit Breaker: Specifications Fuse Block Details: Front View Of Fuse Block Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Specifications > Page 1325 Fuse Block Details: Description Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Locations > DRL-In-Line Fuse Circuit Breaker: Locations DRL-In-Line Fuse DRL-In-Line Fuse is located LH rear of Engine Compartment, near EBCM DRL-In-Line Fuse is located LH rear of Engine Compartment, near EBCM Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Locations > DRL-In-Line Fuse > Page 1328 Circuit Breaker: Locations Front View of Fuse Block Fuse Block Details: Front View Of Fuse Block Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Locations > DRL-In-Line Fuse > Page 1329 Fuse Block Details: Description Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Locations > DRL-In-Line Fuse > Page 1330 Circuit Breaker: Locations Fuse Block Behind LH Side Of I/P Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Locations > DRL-In-Line Fuse > Page 1331 Below LH Side Of I/P (Manual) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Locations > DRL-In-Line Fuse > Page 1332 LH Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Locations > DRL-In-Line Fuse > Page 1333 LH Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions Circuit Breaker: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 1336 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 1337 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 1338 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 1339 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 1340 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 1341 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 1342 Circuit Breaker: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 1343 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 1344 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 1345 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 1346 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 1347 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 1348 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 1349 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 1350 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 1351 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 1352 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 1353 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 1354 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 1355 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 1356 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 1357 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 1358 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 1359 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 1360 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 1361 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 1362 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 1363 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 1364 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 1365 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 1366 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 1367 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 1368 Circuit Breaker: Electrical Diagrams Fuse Block Details: WDO Circuit Breaker And HTR-A/C Fuse (Part 1 Of 2) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 1369 Fuse Block Details: WDO Circuit Breaker And HTR-A/C Fuse (Part 2 Of 2) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 1370 Fuse Block Details: RDO 1 Fuse, S/LP Fuse, And PWR ACC Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Diagrams > Page 1371 Circuit Breaker: Application and ID Fuse Block Details: Front View Of Fuse Block Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Circuit Breaker > Component Information > Diagrams > Page 1372 Fuse Block Details: Description Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse > Component Information > Technical Service Bulletins > Electrical - Aftermarket Fuse Warning Fuse: Technical Service Bulletins Electrical - Aftermarket Fuse Warning Bulletin No.: 07-08-45-002 Date: September 05, 2007 ADVANCED SERVICE INFORMATION Subject: Service Alert: Concerns With Aftermarket Fuses in GM Vehicles Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2008 and Prior HUMMER H2, H3 2008 and Prior Saab 9-7X Concerns with Harbor Freight Tools "Storehouse" Branded Blade Type Fuses General Motors has become aware of a fuse recall by Harbor Freight Tools/Storehouse for a variety of aftermarket fuses. In two cases, these fuses have not provided protection for the wiring system of the vehicles they were customer installed in. Upon testing the 15 amp version, it was found that the fuse still would not "open" when shorted directly across the battery terminals. How to Identify These Fuses Packed in a 120 piece set, the fuse has a translucent, hard plastic, blue body with the amperage stamped into the top. There are no white painted numbers on the fuse to indicate amperage. There are no identifying marks on the fuse to tell who is making it. The fuses are known to be distributed by Harbor Freight Tools but there may be other marketers, and packaging of this style of fuse. It would be prudent to replace these fuses if found in a customers vehicle. Likewise, if wiring overheating is found you should check the fuse panel for the presence of this style of fuse. All GM dealers should use genuine GM fuses on the vehicles they service. You should also encourage the use of GM fuses to your customers to assure they are getting the required electrical system protection. GM has no knowledge of any concerns with other aftermarket fuses. If additional information becomes available, this bulletin will be updated. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse > Component Information > Technical Service Bulletins > Page 1377 Fuse: Specifications Fuse Block Details: Front View Of Fuse Block Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse > Component Information > Technical Service Bulletins > Page 1378 Fuse Block Details: Description Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse > Component Information > Locations > Fuse Rating - Front View of Fuse Block Fuse: Locations Fuse Rating - Front View of Fuse Block Fuse Block Details: Front View Of Fuse Block Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse > Component Information > Locations > Fuse Rating - Front View of Fuse Block > Page 1381 Fuse Block Details: Description Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse > Component Information > Locations > Fuse Rating - Front View of Fuse Block > Page 1382 Fuse: Locations DRL-In-Line Fuse DRL-In-Line Fuse is located LH rear of Engine Compartment, near EBCM DRL-In-Line Fuse is located LH rear of Engine Compartment, near EBCM Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse > Component Information > Locations > Fuse Rating - Front View of Fuse Block > Page 1383 Fuse: Locations Fuse Block Behind LH Side Of I/P Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse > Component Information > Locations > Fuse Rating - Front View of Fuse Block > Page 1384 Below LH Side Of I/P (Manual) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse > Component Information > Locations > Fuse Rating - Front View of Fuse Block > Page 1385 LH Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse > Component Information > Locations > Fuse Rating - Front View of Fuse Block > Page 1386 LH Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse > Component Information > Locations > Page 1387 Fuse: Application and ID Fuse Block Details: Front View Of Fuse Block Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse > Component Information > Locations > Page 1388 Fuse Block Details: Description Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Locations > Component Locations Fuse Block: Component Locations The fuse panel is located on the left side of the instrument panel. To gain access to the panel, pivot access door downward. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Locations > Component Locations > Page 1393 Fuse Block: Fuse and Fusible Link Locations Behind LH Side Of I/P Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Locations > Component Locations > Page 1394 Below LH Side Of I/P (Manual) Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Locations > Component Locations > Page 1395 Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions Fuse Block: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 1398 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 1399 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 1400 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 1401 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 1402 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 1403 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 1404 Fuse Block: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 1405 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 1406 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 1407 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 1408 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 1409 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 1410 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 1411 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 1412 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 1413 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 1414 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 1415 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 1416 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 1417 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 1418 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 1419 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 1420 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 1421 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 1422 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 1423 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 1424 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 1425 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 1426 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 1427 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 1428 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 1429 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 1430 Fuse Block: Electrical Diagrams Fuse Block Details: Gages Fuse, F/P Fuse, Turn B/U Fuse And ECM Fuse (Part 1 Of 2) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 1431 Fuse Block Details: Gages Fuse, F/P Fuse, Turn B/U Fuse And ECM Fuse (Part 2 Of 2) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 1432 Fuse Block Details: WDO Circuit Breaker And HTR-A/C Fuse (Part 1 Of 2) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 1433 Fuse Block Details: WDO Circuit Breaker And HTR-A/C Fuse (Part 2 Of 2) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 1434 Fuse Block Details: Wiper Fuse, Cruise Fuse, RDO 2 Fuse And CIG LTR Fuse Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 1435 Fuse Block Details: RDO 1 Fuse, S/LP Fuse, And PWR ACC Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 1436 Fuse Block Details: CTSY Fuse (Coupe, Sedan And Station Wagon) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 1437 Fuse Block Details: CTSY Fuse (Convertible) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > Page 1438 Fuse Block: Application and ID Fuse Block Details: Front View Of Fuse Block Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information > Diagrams > Page 1439 Fuse Block Details: Description Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fusible Link > Component Information > Locations > Fusible Link D LH Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fusible Link > Component Information > Locations > Fusible Link D > Page 1444 LH Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Service Reminder Indicators > Coolant Level Indicator Lamp > Component Information > Description and Operation Coolant Level Indicator Lamp: Description and Operation DESCRIPTION This lamp will be illuminated when engine coolant level in the radiator drops below a predetermined level. To turn lamp off, check cooling system, then add coolant to bring system to proper level. OPERATION Some vehicles use a buzzer or indicator lamp to convey a low coolant level condition. The buzzer or lamp is activated by a sensor, located in the radiator, when the coolant level becomes one quart low, or more. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Service Reminder Indicators > Malfunction Indicator Lamp > Component Information > Service and Repair Malfunction Indicator Lamp: Service and Repair The check "engine lamp", "service engine soon" or "malfunction indiactor" lamp will be illuminated when the ignition switch is placed in the "ON" position. When the engine is started, the lamp should go "OFF." If the lamp remains "ON" for 10 seconds or constantly after the engine is started, the self diagnosis system has detected a problem and has stored a code in the system Electronic Control Module (ECM/PCM). After diagnosis and repair, the ECM/PCM memory can be cleared of codes as follows: Remove the ECM/PCM fuse or disconnect the battery ground cable for approximately 30 seconds, with ignition switch in the "OFF" position. It should be noted, if battery ground cable is disconnected to clear codes, components such as clocks, electronically tuned radios etc., will have to be reset. On vehicles that are equipped as such, the ECM/PCM power feed is connected by a pigtail, in-line fuse holder, at the positive battery terminal. To clear codes within the ECM/PCM system and protect the components that need resetting, disconnect the in-line fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Service Reminder Indicators > Oil Level Warning Indicator > Component Information > Description and Operation Oil Level Warning Indicator: Description and Operation DESCRIPTION This lamp illuminates to warn the driver that the engine oil level is low. When the ignition switch is first moved to Run, the oil level indicator lights for about 1 1/2 seconds as a bulb check. The oil level detection circuit has two internal timers. The first timer records the amount of time the ignition has been Off. The second timer records the amount of time the ignition has been On before the ignition was shut Off. The instrument cluster uses this information to determine if the engine has been sitting long enough for the oil to have returned to the oil pan. OPERATION The oil level monitoring circuits will check the oil level switch under the following conditions: 1. Ignition has been turned Off for more than 30 minutes. 2. Ignition has been Off for at least three minutes after ignition has been On for at least 12 minutes. If the oil level is low (oil level switch open), the "Check Oil" indicator will be turned On for the remainder of the ignition cycle. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Tires > Component Information > Technical Service Bulletins > Wheels/Tires - Use of Nitrogen Gas in Tires Tires: Technical Service Bulletins Wheels/Tires - Use of Nitrogen Gas in Tires INFORMATION Bulletin No.: 05-03-10-020C Date: April 27, 2010 Subject: Use of Nitrogen Gas in Tires Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 05-03-10-020B (Section 03 - Suspension). GM's Position on the Use of Nitrogen Gas in Tires General Motors does not oppose the use of purified nitrogen as an inflation gas for tires. We expect the theoretical benefits to be reduced in practical use due to the lack of an existing infrastructure to continuously facilitate inflating tires with nearly pure nitrogen. Even occasional inflation with compressed atmospheric air will negate many of the theoretical benefits. Given those theoretical benefits, practical limitations, and the robust design of GM original equipment TPC tires, the realized benefits to our customer of inflating their tires with purified nitrogen are expected to be minimal. The Promise of Nitrogen: Under Controlled Conditions Recently, nitrogen gas (for use in inflating tires) has become available to the general consumer through some retailers. The use of nitrogen gas to inflate tires is a technology used in automobile racing. The following benefits under controlled conditions are attributed to nitrogen gas and its unique properties: - A reduction in the expected loss of Tire Pressure over time. - A reduction in the variance of Tire Pressures with temperature changes due to reduction of water vapor concentration. - A reduction of long term rubber degradation due to a decrease in oxygen concentrations. Important These are obtainable performance improvements when relatively pure nitrogen gas is used to inflate tires under controlled conditions. The Promise of Nitrogen: Real World Use Nitrogen inflation can provide some benefit by reducing gas migration (pressure loss) at the molecular level through the tire structure. NHTSA (National Highway Traffic Safety Administration) has stated that the inflation pressure loss of tires can be up to 5% a month. Nitrogen molecules are larger than oxygen molecules and, therefore, are less prone to "seeping" through the tire casing. The actual obtainable benefits of nitrogen vary, based on the physical construction and the materials used in the manufacturing of the tire being inflated. Another potential benefit of nitrogen is the reduced oxidation of tire components. Research has demonstrated that oxygen consumed in the oxidation process of the tire primarily comes from the inflation media. Therefore, it is reasonable to assume that oxidation of tire components can be reduced if the tire is inflated with pure nitrogen. However, only very small amounts of oxygen are required to begin the normal oxidation process. Even slight contamination of the tire inflation gas with compressed atmospheric air during normal inflation pressure maintenance, may negate the benefits of using nitrogen. GM Tire Quality, Technology and Focus of Importance Since 1972, General Motors has designed tires under the TPC (Tire Performance Criteria) specification system, which includes specific requirements that ensure robust tire performance under normal usage. General Motors works with tire suppliers to design and manufacture original equipment tires for GM vehicles. The GM TPC addresses required performance with respect to both inflation pressure retention, and endurance properties for original equipment tires. The inflation pressure retention requirements address availability of oxygen and oxidation concerns, while endurance requirements ensure the mechanical structure of the tire has sufficient strength. This combination has provided our customers with tires that maintain their structural integrity throughout their useful treadlife under normal operating conditions. Regardless of the inflation media for tires (atmospheric air or nitrogen), inflation pressure maintenance of tires is critical for overall tire, and ultimately, vehicle performance. Maintaining the correct inflation pressure allows the tire to perform as intended by the vehicle manufacturer in many areas, including comfort, fuel economy, stopping distance, cornering, traction, treadwear, and noise. Since the load carrying capability of a tire is related to inflation pressure, proper inflation pressure maintenance is necessary for the tire to support the load imposed by the vehicle without excessive structural Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Tires > Component Information > Technical Service Bulletins > Wheels/Tires - Use of Nitrogen Gas in Tires > Page 1460 degradation. Important Regardless of the inflation media for tires (atmospheric air or nitrogen), inflation pressure maintenance of tires is critical for overall tire, and ultimately, vehicle performance. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Tires > Component Information > Technical Service Bulletins > Wheels/Tires - Use of Nitrogen Gas in Tires > Page 1461 Tires: Technical Service Bulletins Tires/Wheels - Tire Puncture Repair Procedures INFORMATION Bulletin No.: 04-03-10-001F Date: April 27, 2010 Subject: Tire Puncture Repair Procedures For All Cars and Light Duty Trucks Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 04-03-10-001E (Section 03 - Suspension). This bulletin covers puncture repair procedures for passenger car and light duty truck radial tires in the tread area only. The tire manufacturer must be contacted for its individual repair policy and whether or not the speed rating is retained after repair. Caution - Tire changing can be dangerous and should be done by trained professionals using proper tools and procedures. Always read and understand any manufacturer's warnings contained in their customers literature or molded into the tire sidewall. - Serious eye and ear injury may result from not wearing adequate eye and ear protection while repairing tires. - NEVER inflate beyond 275 kPa (40 pounds) pressure to seat beads. Some run flat tires, such as the Goodyear Extended Mobility Tire (EMT) used on the Corvette, may require more than 275 kPa (40 psi) to seat the bead. In such a case, a tire safety cage must be used. Consult the tire manufacturer for its individual repair policy. - NEVER stand, lean or reach over the assembly during inflation. Repairable area on a radial tire. Important - NEVER repair tires worn to the tread indicators 1.59 mm (2/32") remaining depth). - NEVER repair tires with a tread puncture larger than 6.35 mm (1/4"). - NEVER substitute an inner tube for a permissible or non-permissible repair. - NEVER perform an outside-in tire repair (plug only, on the wheel). - Every tire must be removed from the wheel for proper inspection and repair. - Regardless of the type of repair used, the repair must seal the inner liner and fill the injury. - Consult with repair material supplier/manufacturer for repair unit application procedures and repair tools/repair material recommendations. Three basic steps for tire puncture repair: 1. Remove the tire from the wheel for inspection and repair. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Tires > Component Information > Technical Service Bulletins > Wheels/Tires - Use of Nitrogen Gas in Tires > Page 1462 2. Fill the injury (puncture) to keep moisture out. 3. Seal the inner liner with a repair unit to prevent air loss. External Inspection 1. Prior to demounting, inspect the tire surface, the valve and the wheel for the source of the leak by using a water and soap solution. Mark the injured area and totally deflate the tire by removing the valve core. 2. Demount the tire from the wheel and place the tire on a well-lighted spreader. Internal Inspection 1. Spread the beads and mark the puncture with a tire crayon. 2. Inspect the inner tire for any signs of internal damage. 3. Remove the puncturing object, noting the direction of the penetration. 4. Probe the injury with a blunt awl in order to determine the extent and direction of the injury. 5. Remove any loose foreign material from the injury. 6. Punctures exceeding 6.35 mm (1/4") should not be repaired. Cleaning 1. Clean the area around the puncture thoroughly with a proper liner cleaner, clean cloth and a scraper. This step serves to remove dirt and mold lubricants to insure proper adhesion and non-contamination of the buffing tool. 2. Refer to information on the product or manufacturer's Material Safety Data Sheet and follow guidelines for handling and disposal. Clean the Injury Channel Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Tires > Component Information > Technical Service Bulletins > Wheels/Tires - Use of Nitrogen Gas in Tires > Page 1463 1. Use a proper hand reamer, carbide cutter or drill bit to ream the puncture channel from the inside of the tire in order to clean the injury. 2. Remove steel wires protruding above the liner surface to prevent damage to the repair unit. 3. Consult your repair material supplier for recommended reaming tool(s). Fill the Injury 1. It is necessary to fill the injury channel to provide back up for the repair unit and to prevent moisture from entering the tire fabric and steel wires. 2. (For combination repair/plug units skip this step.) Cement the injured channel and fill the injury from the inside of the tire with the repair plug per repair material manufacturer's recommendations. Without stretching the plug, cut the plug off just above the inside tire surface. 3. Consult your repair material supplier for proper repair material selection. Repair Unit Selection Important Do not install the repair unit in this step. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Tires > Component Information > Technical Service Bulletins > Wheels/Tires - Use of Nitrogen Gas in Tires > Page 1464 1. Center the repair unit over the injury as a reference and outline an area larger than the unit so that buffing will not remove the crayon marks. 2. Remove the repair unit. 3. DO NOT overlap previous or multiple repair units. 4. Consult your repair material supplier for proper repair unit selection. Buffing 1. To prevent contamination and preserve the outline, buff within the marked area thoroughly and evenly with a low speed buffing tool using a fine wire brush or gritted rasp. 2. Buff to a smooth velvet surface (RMA #1 or #2 buffed texture). 3. Use caution not to gouge the inner liner or expose casing fabric. 4. Remove any buffing dust with a vacuum cleaner. 5. Consult your repair material supplier for a proper buffing tool. Cementing Apply chemical cement according to the repair material manufacturer's procedures. Repair Unit Application Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Tires > Component Information > Technical Service Bulletins > Wheels/Tires - Use of Nitrogen Gas in Tires > Page 1465 1. The tire must be in the relaxed position when the repair unit is installed (Do not spread the beads excessively). Two-Piece Plug and Repair Units 1. If applicable, install the repair unit so that the alignment is correct. 2. Center the repair unit over the injury and stitch down thoroughly with the stitching tool, working from the center out. 3. Being careful not to stretch the plug material, cut the plug flush with the outer tread. Combination Repair/Plug Units 1. Pull the plug through the injury until the repair just reaches the liner. Stitch down thoroughly. 2. Follow the repair material manufacturer's recommendations for further installation instructions. 2. Consult your repair material supplier for the proper stitching tool. Safety Cage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Tires > Component Information > Technical Service Bulletins > Wheels/Tires - Use of Nitrogen Gas in Tires > Page 1466 Some run flat tires, such as the Goodyear Extended Mobility Tire (EMT) used on the Corvette, may require more than 275 kPa (40 psi) to seat the bead. In such a case, a tire safety cage must be used. Consult the tire manufacturer for its individual repair policy. Final Inspection 1. After remounting and inflating the tire, check both beads, the repair and the valve with a water and soap solution in order to detect leaks. 2. If the tire continues to lose air, the tire must be demounted and reinspected. 3. Balance the tire and wheel assembly. Refer to Tire and Wheel Assembly Balancing - OFF Vehicle. For additional tire puncture repair information, contact: Rubber Manufacturers Association (RMA) Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Tires > Component Information > Technical Service Bulletins > Wheels/Tires - Use of Nitrogen Gas in Tires > Page 1467 Tires: Technical Service Bulletins Tires - Correct Inflation Pressure Information INFORMATION Bulletin No.: 00-00-90-002J Date: January 28, 2009 Subject: Information on Proper Tire Pressure Models: 2010 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2009 and Prior HUMMER H2, H3, H3T 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to add model years and clarify additional information. Please discard Corporate Bulletin Number 00-00-90-002I (Section 00 - General Information). Important: ^ Adjustment of tire pressure for a customer with a Low Tire Pressure Monitor (TPM) light on and no codes in the TPM system is NOT a warrantable repair. Claims to simply adjust the tire pressure will be rejected. ^ ALL tires (including the spare tire) MUST be set to the recommended inflation pressure stated on the vehicle's tire placard (on driver's door) during the PRE-DELIVERY INSPECTION (PDI). Recommended inflation pressure is not the pressure printed on tire sidewall. ^ Tires may be over-inflated from the assembly plant due to the mounting process. ^ Generally a 5.6°C (10°F) temperature change will result in (is equivalent to) a 6.9 kPa (1 psi) tire pressure change. ^ 2008-2009 HUMMER H2 Only - The H2 comes standard with Light Truck "D" Load Range tires with a recommended cold inflation pressure of 289 kPa (42 psi). These tires will alert the driver to a low pressure situation at roughly 262 kPa (38 psi) due to a requirement in FMVSS 138 which specifies a Minimum Activation Pressure for each tire type. This creates a relatively narrow window of "usable" pressure values and the warning will be more sensitive to outside temperature changes during the colder months. As with other cold temperature/tire pressure issues, there is nothing wrong with the system itself. If a vehicle is brought in with this concern, check for tire damage and set all tires to the Recommended Cold Inflation Pressure shown on the vehicle placard. Accurate tire pressures ensure the safe handling and appropriate ride characteristics of GM cars and trucks. It is critical that the tire pressure be adjusted to the specifications on the vehicle¡C■s tire placard during PDI. Ride, handling and road noise concerns may be caused by improperly adjusted tire pressure. The first step in the diagnosis of these concerns is to verify that the tires are inflated to the correct pressures. The recommended tire inflation pressure is listed on the vehicle¡C■s tire placard. The tire placard is located on the driver¡C■s side front or rear door edge, center pillar, or the rear compartment lid. Tip ^ Generally a 5.6°C (10°F) temperature increase will result in (is equivalent to) a 6.9 kPa (1 psi) tire pressure increase. ^ The definition of a "cold" tire is one that has been sitting for at least 3 hours, or driven no more than 1.6 km (1 mi). ^ On extremely cold days, if the vehicle has been indoors, it may be necessary to compensate for the low external temperature by adding additional air to the tire during PDI. ^ During cold weather, the Tire Pressure Monitor (TPM) indicator light (a yellow horseshoe with an exclamation point) may illuminate. If this indicator turns off after the tires warm up (reach operating temperature), the tire pressure should be reset to placard pressure at the cold temperature. ^ The TPM system will work correctly with nitrogen in tires. ^ The TPM system is compatible with the GM Vehicle Care Tire Sealant but may not be with other commercially available sealants. Important: ^ Do not use the tire pressure indicated on the tire itself as a guide. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Tires > Component Information > Technical Service Bulletins > Wheels/Tires - Use of Nitrogen Gas in Tires > Page 1468 ^ Always inspect and adjust the pressure when the tires are cold. ^ Vehicles that have different pressures for the front and the rear need to be adjusted after tire rotation. Improper tire inflation may result in any or all of the following conditions: ^ Premature tire wear ^ Harsh ride ^ Excessive road noise ^ Poor handling ^ Reduced fuel economy ^ Low Tire Pressure Monitor (TPM) Light ON ^ Low Tire Pressure Message on the Drivers Information Center (DIC) Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Tires > Component Information > Technical Service Bulletins > Wheels/Tires - Use of Nitrogen Gas in Tires > Page 1469 Tires: Technical Service Bulletins Tires - Speed Rated Information Group Ref.: 3 - Steering/Suspension Bulletin No.: 433502 Date: July, 1994 INFORMATION SUBJECT: SPEED RATED TIRES MODELS: 1995 AND PRIOR YEAR PASSENGER CARS AND LIGHT DUTY TRUCKS All original equipment passenger car and light duty truck tires used by General Motors have a speed rating symbol molded on their sidewall. This speed symbol, along with the tire's load index, make up the service description that follows the tire's size. The original equipment tire size, speed rating, and recommended inflation pressure are listed on the tire placard usually located on the driver's door edge. WHEN REPLACING TIRES, NEVER INSTALL A TIRE THAT IS A SMALLER SIZE OR LESSER SPEED RATING THAN THAT USED AS ORIGINAL EQUIPMENT. As in the past, it is recommended that replacement tires have a TPC (Tire Performance Criteria) number on the sidewall that is identical to that on the original tires. Common speed rating on tires used by General Motors are as follows: (see illustration) IMPORTANT: Most base all season tires and touring tires used by GM are S rated. Performance tires will usually have a higher speed rating. High performance tires are usually Z rated. Z rated tires carry the Z symbol within the tire size, rather than after the size in the service description. These speeds apply only at the tire's full pressure. An underinflated tire will not meet its speed rating capability. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Tires > Component Information > Technical Service Bulletins > Wheels/Tires - Use of Nitrogen Gas in Tires > Page 1470 Tires: Technical Service Bulletins Tires - Manufacturers' Assistance Group Ref.: Steering/ Suspension Bulletin No.: 323501 Date: December, 1993 INFORMATION SUBJECT: TIRE MANUFACTURERS' CONTACTS FOR ASSISTANCE MODELS: 1991-94 PASSENGER CARS AND TRUCKS General Tire has established a "Tire Fix" Department to assist you with anything from a tire adjustment to the location of the nearest General Tire dealer. "Tire Fix" representatives are available Monday through Friday from 8:00 A.M. to 6:00 P.M. Eastern Time at 1-800-847-3349. A General Tire Brochure is provided for review with all appropriate dealer personnel. A single contact point at General Tire can assist you with most aspects of their product to satisfy your customers' needs. Other tire manufacturers can be contacted for assistance at the Toll Free Numbers listed in illustration: Please retain this information for future reference. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > Customer Interest: > 00-03-10-006F > May > 10 > Wheels/Tires - Tire Radial Force Variation (RFV) Wheels: Customer Interest Wheels/Tires - Tire Radial Force Variation (RFV) INFORMATION Bulletin No.: 00-03-10-006F Date: May 04, 2010 Subject: Information on Tire Radial Force Variation (RFV) Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X 2000-2005 Saturn L Series 2003-2007 Saturn ION Supercede: This bulletin is being revised to considerably expand the available information on Radial Force Variation (RFV) and should be reviewed in whole. Please discard Corporate Bulletin Number 00-03-10-006E (Section 03 - Suspension). Important - Before measuring tires on equipment such as the Hunter GSP9700, the vehicle MUST be driven a minimum of 16 km (10 mi) to ensure removal of any flat-spotting. Refer to Corporate Bulletin Number 03-03-10-007E - Tire/Wheel Characteristics of GM Original Equipment Tires. - Equipment such as the Hunter GSP9700 MUST be calibrated prior to measuring tire/wheel assemblies for each vehicle. The purpose of this bulletin is to provide guidance to GM dealers when using tire force variation measurement equipment, such as the Hunter GSP9700. This type of equipment can be a valuable tool in diagnosing vehicle ride concerns. The most common ride concern involving tire radial force variation is highway speed shake on smooth roads. Tire related smooth road highway speed shake can be caused by three conditions: imbalance, out of round and tire force variation. These three conditions are not necessarily related. All three conditions must be addressed. Imbalance is normally addressed first, because it is the simpler of the three to correct. Off-vehicle, two plane dynamic wheel balancers are readily available and can accurately correct any imbalance. Balancer calibration and maintenance, proper attachment of the wheel to the balancer, and proper balance weights, are all factors required for a quality balance. However, a perfectly balanced tire/wheel assembly can still be "oval shaped" and cause a vibration. Before balancing, perform the following procedures. Tire and Wheel Diagnosis 1. Set the tire pressure to the placard values. 2. With the vehicle raised, ensure the wheels are centered on the hub by loosening all wheel nuts and hand-tightening all nuts first by hand while shaking the wheel, then torque to specifications using a torque wrench, NOT a torque stick. 3. Visually inspect the tires and the wheels. Inspect for evidence of the following conditions and correct as necessary: - Missing balance weights - Bent rim flange - Irregular tire wear - Incomplete bead seating - Tire irregularities (including pressure settings) - Mud/ice build-up in wheel - Stones in the tire tread - Remove any aftermarket wheels and/or tires and restore vehicle to original condition prior to diagnosing a smooth road shake condition. 4. Road test the vehicle using the Electronic Vibration Analyzer (EVA) essential tool. Drive for a sufficient distance on a known, smooth road surface to duplicate the condition. Determine if the vehicle is sensitive to brake apply. If the brakes are applied lightly and the pulsation felt in the steering wheel increases, refer to the Brakes section of the service manual that deals with brake-induced pulsation. If you can start to hear the vibration as a low boom noise (in addition to feeling it), but cannot see it, the vehicle likely has a first order (one pulse per propshaft revolution) driveline vibration. Driveline first order vibrations are high enough in frequency that most humans can start to hear them at highway speeds, but are too high to be able to be easily seen. These issues can be caused by driveline imbalance or misalignment. If the vehicle exhibits this low boom and the booming pulses in-and-out on a regular basis (like a throbbing), chances are good that the vehicle could have driveline vibration. This type Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > Customer Interest: > 00-03-10-006F > May > 10 > Wheels/Tires - Tire Radial Force Variation (RFV) > Page 1479 of vibration is normally felt more in the "seat of the pants" than the steering wheel. 5. Next, record the Hertz (Hz) reading as displayed by the EVA onto the tire data worksheet found at the end of this bulletin. This should be done after a tire break-in period of at least 16 km (10 mi) at 72 km/h (45 mph) or greater, in order to eliminate any possible tire flat-spotting. This reading confirms what the vehicle vibration frequency is prior to vehicle service and documents the amount of improvement occurring as the result of the various steps taken to repair. Completing the Steering Wheel Shake Worksheet below is required. A copy of the completed worksheet must be saved with the R.O. and a copy included with any parts returned to the Warranty Parts Center for analysis. A reading of 35 to 50 Hz typically indicates a first order propshaft vibration. If this is the situation, refer to Corporate Bulletin Number 08-07-30-044D. Generally, a reading between 10 and 20 Hz indicates a tire/wheel vibration and if this is the reading obtained, continue using this bulletin. If the tire 1st order vibration goes away and stays away during this evaluation, the cause is likely tire flat-spotting. Tire flat-spotting vibration may come and go at any speed over 72 km/h (45 mph) during the first 10 minutes of operation, if vibration continues after 10 minutes of driving at speeds greater than 72 km/h (45 mph), tire flat-spotting can be ruled out as the cause for vibration. 6. If flat-spotting is the cause, provide the explanation that this has occurred due to the vehicle being parked for long periods of time and that the nature of the tire is to take a set. Refer to Corporate Bulletin Number 03-03-10-007E: Information on Tire/Wheel Characteristics (Vibration, Balance, Shake, Flat Spotting) of GM Original Equipment Tires. 7. If the road test indicates a shake/vibration exists, check the imbalance of each tire/wheel assembly on a known, calibrated, off-car dynamic balancer.Make sure the mounting surface of the wheel and the surface of the balancer are absolutely clean and free of debris. Be sure to chose the proper cone/collet for the wheel, and always use the pilot bore for centering. Never center the wheel using the hub-cap bore since it is not a precision machined surface. If any assembly calls for more than 1/4 ounce on either rim flange, remove all balance weights and rebalance to as close to zero as possible. If you can see the vibration (along with feeling it) in the steering wheel (driving straight without your hands on the wheel), it is very likely to be a tire/wheel first order (one pulse per revolution) disturbance. First order disturbances can be caused by imbalance as well as non-uniformities in tires, wheels or hubs. This first order frequency is too low for a human to hear, but if the amplitude is high enough, it can be seen. If a vibration or shake still exists after balancing, any out of round conditions, of the wheel, and force variation conditions of the tire, must be addressed. Equipment such as the Hunter GSP9700 can address both (it is also a wheel balancer). Tire radial force vibration (RFV) can be defined as the amount of stiffness variation the tire will produce in one revolution under a constant load. Radial force variation is what the vehicle feels because the load (weight) of the vehicle is always on the tires. Although free runout of tires (not under load) is not always a good indicator of a smooth ride, it is critical that total tire/wheel assembly runout be within specification. Equipment such as the Hunter GSP9700 loads the tire, similar to on the vehicle, and measures radial force variation of the tire/wheel assembly. Note that the wheel is affecting the tire's RFV measurement at this point. To isolate the wheel, its runout must be measured. This can be easily done on the Hunter, without the need to set up dial indicators. If the wheel meets the runout specification, the tire's RFV can then be addressed. After measuring the tire/wheel assembly under load, and the wheel alone, the machine then calculates (predicts) the radial force variation of the tire. However, because this is a prediction that can include mounting inaccuracies, and the load wheel is much smaller in diameter than used in tire production, this type of service equipment should NOT be used to audit new tires. Rather, it should be used as a service diagnostic tool to minimize radial force variation of the tire/wheel assembly. Equipment such as the Hunter GSP9700 does an excellent job of measuring wheel runout, and of finding the low point of the wheel (for runout) and the high point of the tire (for radial force variation). This allows the tire to be matched mounted to the wheel for lowest tire/wheel assembly force variation. The machine will simplify this process into easy steps. The following assembly radial force variation numbers should be used as a guide: When measuring RFV and match mounting tires perform the following steps. Measuring Wheel Runout and Assembly Radial Force Variation Important The completed worksheet at the end of this bulletin must be attached to the hard copy of the repair order. - Measure radial force variation and radial runout. - If a road force/balancing machine is used, record the radial force variation (RFV) on the worksheet at the end of this bulletin. It may be of benefit to have the lowest RFV assembly to the front left corner. If the machine is not available and the EVA data suggests there is an issue, swap the tire and wheel assemblies from the front to the back. Re-check on the EVA and if the problem still exists, test another vehicle to find tires that do not exhibit the same frequency and swap those tires onto the subject vehicle. - If a runout/balancing machine is used, record the radial runout of the tire/wheel assemblies on the worksheet at the end of this bulletin. If one or more of the tire/wheel assemblies are more than.040 in (1.02 mm), match mount the tire to the wheel to get below.040 in (1.02 mm). For sensitive customers, readings of 0.030 inch (0.76 mm) or less are preferable, it may also be of benefit to have the lowest runout assembly to the front left corner. If the machine is not available and the EVA data suggests there is an issue, swap the tire and wheel assemblies from the front to the back. Re-check on the EVA and if the problem still exists, test another vehicle to find tires that do not exhibit the same frequency and swap those tires Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > Customer Interest: > 00-03-10-006F > May > 10 > Wheels/Tires - Tire Radial Force Variation (RFV) > Page 1480 onto the subject vehicle. - After match mounting, the tire/wheel assembly must be rebalanced. If match mounting tires to in-spec wheels produces assembly values higher than these, tire replacement may be necessary. Replacing tires at lower values will probably mean good tires are being condemned. Because tires can sometimes become temporarily flat-spotted, which will affect force variation, it is important that the vehicle be driven at least 16 km (10 mi) prior to measuring. Tire pressure must also be adjusted to the usage pressure on the vehicle's tire placard prior to measuring. Most GM vehicles will tolerate radial force variation up to these levels. However, some vehicles are more sensitive, and may require lower levels. Also, there are other tire parameters that equipment such as the Hunter GSP9700 cannot measure that may be a factor. In such cases, TAC should be contacted for further instructions. Important - When mounting a GM wheel to a wheel balancer/force variation machine, always use the wheel's center pilot hole. This is the primary centering mechanism on all GM wheels; the bolt holes are secondary. Usually a back cone method to the machine should be used. For added accuracy and repeatability, a flange plate should be used to clamp the wheel onto the cone and machine. This system is offered by all balancer manufacturers in GM's dealer program. - Any type of service equipment that removes tread rubber by grinding, buffing or truing is NOT recommended, and may void the tire warranty. However, tires may have been ground by the tire company as part of their tire manufacturing process. This is a legitimate procedure. Steering Wheel Shake Worksheet When diagnosing vibration concerns, use the following worksheet in conjunction with the appropriate Vibration Analysis-Road testing procedure in the Vibration Correction sub-section in SI. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > Customer Interest: > 00-03-10-006F > May > 10 > Wheels/Tires - Tire Radial Force Variation (RFV) > Page 1481 Refer to the appropriate section of SI for specifications and repair procedures that are related to the vibration concern. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > Customer Interest: > 05-03-10-003F > Apr > 10 > Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels Wheels: Customer Interest Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels TECHNICAL Bulletin No.: 05-03-10-003F Date: April 27, 2010 Subject: Low Tire Pressure, Leaking Cast Aluminum Wheels (Repair with Adhesive Sealant) Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X with Cast Aluminum Wheels Supercede: This bulletin is being revised to update the model years and the bulletin reference information. Please discard Corporate Bulletin Number 05-03-10-003E (Section 03 - Suspension). Condition Some customers may comment on a low tire pressure condition. Diagnosis of the low tire pressure condition indicates an air leak through the cast aluminum wheel. Cause Porosity in the cast aluminum wheel may be the cause. Notice This bulletin specifically addresses issues related to the wheel casting that may result in an air leak. For issues related to corrosion of the wheel in service, please refer to Corporate Bulletin Number 08-03-10-006C - Tire Slowly Goes Flat, Tire Air Loss, Low Tire Pressure Warning Light Illuminated, Aluminum Wheel Bead Seat Corrosion (Clean and Resurface Wheel Bead Seat). Correction 1. Remove the tire and wheel assembly from the vehicle. Refer to the appropriate service procedure in SI. 2. Locate the leaking area by inflating the tire to 276 kPa (40 psi) and dipping the tire/wheel assembly in a water bath, or use a spray bottle with soap and water to locate the specific leak location. Important - If the porosity leak is located in the bead area of the aluminum rim (where the tire meets the rim), the wheel should be replaced. - If two or more leaks are located on one wheel, the wheel should be replaced. 3. If air bubbles are observed, mark the location. - If the leak location is on the tire/rubber area, refer to Corporate Bulletin Number 04-03-10-001F Tire Puncture Repair Procedures for All Cars and Light Duty Trucks. - If the leak is located on the aluminum wheel area, continue with the next step. 4. Inscribe a mark on the tire at the valve stem in order to indicate the orientation of the tire to the wheel. 5. Dismount the tire from the wheel. Refer to Tire Mounting and Dismounting. 6. Remove the tire pressure sensor. Refer to Tire Pressure Sensor removal procedure in SI. 7. Scuff the INSIDE rim surface at the leak area with #80 grit paper and clean the area with general purpose cleaner, such as 3M(R) General Purpose Adhesive Cleaner, P/N 08984, or equivalent. 8. Apply a 3 mm (0.12 in) thick layer of Silicone - Adhesive/Sealant, P/N 12378478 (in Canada, use 88900041), or equivalent, to the leak area. 9. Allow for the adhesive/sealant to dry. Notice Caution must be used when mounting the tire so as not to damage the sealer. Damaging the repair area may result in an air leak. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > Customer Interest: > 05-03-10-003F > Apr > 10 > Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels > Page 1486 10. Align the inscribed mark on the tire with the valve stem on the wheel. 11. Reinstall the Tire Pressure Sensor. Refer to Tire Pressure Sensor installation procedure in SI. 12. Mount the tire on the wheel. Refer to Tire Mounting and Dismounting. 13. Pressurize the tire to 276 kPa (40 psi) and inspect for leaks. 14. Adjust tire pressure to meet the placard specification. 15. Balance the tire/wheel assembly. Refer to Tire and Wheel Assembly Balancing - Off-Vehicle. 16. Install the tire and wheel assembly onto the vehicle. Refer to the appropriate service procedure in SI. Parts Information Warranty Information (excluding Saab U.S. Models) Important The Silicone - Adhesive/Sealant comes in a case quantity of six. ONLY charge warranty one tube of adhesive/sealant per wheel repair. For vehicles repaired under warranty, use: One leak repair per wheel. Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table above. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 00-03-10-002F > Apr > 11 > Wheels - Chrome Wheel Staining/Pitting/Corrosion Wheels: All Technical Service Bulletins Wheels - Chrome Wheel Staining/Pitting/Corrosion INFORMATION Bulletin No.: 00-03-10-002F Date: April 21, 2011 Subject: Chemical Staining, Pitting, Corrosion and/or Spotted Appearance of Chromed Aluminum Wheels Models: 2012 and Prior GM Cars and Trucks Supercede: This bulletin is being revised to update model years, suggest additional restorative products and add additional corrosion information. Please discard Corporate Bulletin Number 00-03-10-002E (Section 03 - Suspension). Important You may give a copy of this bulletin to the customer. What is Chemical Staining of Chrome Wheels? Figure 1 Chemical staining in most cases results from acid based cleaners (refer to Figure 1 for an example). These stains are frequently milky, black, or greenish in appearance. They result from using cleaning solutions that contain acids on chrome wheels. Soap and water is usually sufficient to clean wheels. If the customer insists on using a wheel cleaner they should only use one that specifically states that it is safe for chromed wheels and does not contain anything in the following list. (Dealers should also survey any products they use during prep or normal cleaning of stock units for these chemicals.) - Ammonium Bifluoride (fluoride source for dissolution of chrome) - Hydrofluoric Acid (directly dissolves chrome) - Hydrochloric Acid (directly dissolves chrome) - Sodium Dodecylbenzenesulfonic Acid - Sulfamic Acid - Phosphoric Acid - Hydroxyacetic Acid Notice Many wheel cleaner instructions advise to take care to avoid contact with painted surfaces. Most customers think of painted surfaces as the fenders, quarter panels and other exterior sheet metal. Many vehicles have painted brake calipers. Acidic wheel cleaners may craze, crack, or discolor the paint on the brake calipers. Damage from wheel cleaners is not covered under the vehicle new car warranty. Soap and water applied with a soft brush is usually all that is required to clean the calipers. Whenever any wheel cleaner is used, it must be THOROUGHLY rinsed off of the wheel with clean, clear water. Special care must be taken to rinse under the hub cap, balance weights, wheel nuts, lug nut caps, between the wheel cladding and off the back side of the wheel. Wheels returned to the Warranty Parts Center (WPC) that exhibit damage from wheel cleaners most often have the damage around and under the wheel weight where the cleaner was incompletely flushed away. Notice Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 00-03-10-002F > Apr > 11 > Wheels - Chrome Wheel Staining/Pitting/Corrosion > Page 1492 Do not use cleaning solutions that contain hydrofluoric, oxalic and most other acids on chrome wheels (or any wheels). If the customer is unsure of the chemical make-up of a particular wheel cleaner, it should be avoided. For wheels showing signs of milky staining from acidic cleaners, refer to Customer Assistance and Instructions below. Warranty of Stained Chrome Wheels Stained wheels are not warrantable. Most acid based cleaners will permanently stain chrome wheels. Follow-up with dealers has confirmed that such cleaners were used on wheels that were returned to the Warranty Parts Center (WPC). Any stained wheels received by the WPC will be charged back to the dealership. To assist the customer, refer to Customer Assistance and Instructions below. Pitting or Spotted Appearance of Chrome Wheels Figure 2 A second type or staining or finish disturbance may result from road chemicals, such as calcium chloride used for dust control of unpaved roads. The staining will look like small pitting (refer to Figure 2). This staining will usually be on the leading edges of each wheel spoke, but may be uniformly distributed. If a vehicle must be operated under such conditions, the chrome wheels should be washed with mild soap and water and thoroughly rinsed as soon as conveniently possible. Important Road chemicals, such as calcium chloride used for dust control of unpaved roads, can also stain chrome wheels. The staining will look like small pitting. This staining will usually be on the leading edges of each wheel spoke. This is explained by the vehicle traveling in the forward direction while being splashed by the road chemical. If a vehicle must be operated under such conditions, the chrome wheels should be washed with mild soap and water and thoroughly rinsed as soon as conveniently possible. Warranty of Pitted or Spotted Chrome Wheels Wheels returned with pitting or spotting as a result of road chemicals may be replaced one time. Damage resulting from contact with these applied road chemicals is corrosive to the wheels finish and may cause damage if the wheels are not kept clean. Important Notify the customer that this is a one time replacement. Please stress to the customer the vital importance of keeping the wheels clean if they are operating the vehicle in an area that applies calcium chloride or other dust controlling chemicals! "GM of Canada" dealers require prior approval by the District Manager - Customer Care and Service Process (DM-CCSP). "Stardust" Corrosion of Chrome Wheels Figure 3 A third type of finish disturbance results from prolonged exposure to brake dust and resultant penetration of brake dust through the chrome. As brakes are applied hot particles of brake material are thrown off and tend to be forced through the leading edge of the wheel spoke windows by airflow. These Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 00-03-10-002F > Apr > 11 > Wheels - Chrome Wheel Staining/Pitting/Corrosion > Page 1493 hot particles embed themselves in the chrome layer and create a small pit. If the material is allowed to sit on the wheel while it is exposed to moisture or salt, it will corrode the wheel beneath the chrome leaving a pit or small blister in the chrome. Heavy brake dust build-up should be removed from wheels by using GM Chrome Cleaner and Polish, P/N 1050173 (in Canada use 10953013). For moderate cleaning, light brake dust build-up or water spots use GM Swirl Remover Polish, P/N 12377965 (in Canada, use Meguiars Plast-X(TM) Clear Plastic Cleaner and Polish #G12310C**). After cleaning, the wheel should be waxed using GM Cleaner Wax, P/N 12377966 (in Canada, use Meguiars Cleaner Wax #M0616C**), which will help protect the wheel from brake dust and reduce adhesion of any brake dust that gets on the wheel surface. For general maintenance cleaning, PEEK Metal Polish† may be used. It will clean and shine the chrome and leave behind a wax coating that may help protect the finish. Warranty of Stardust Corroded Chrome Wheels Wheels returned with pitting or spotting as a result of neglect and brake dust build-up may be replaced one time. Important Notify the customer that this is a one time replacement. Please stress to the customer the vital importance of keeping the wheels clean and free of prolonged exposure to brake dust build-up. "GM of Canada" dealers require prior approval by the District Manager - Customer Care and Service Process (DM-CCSP). Customer Assistance and Instructions GM has looked for ways customers may improve the appearance of wheels damaged by acidic cleaners. The following product and procedure has been found to dramatically improve the appearance of stained wheels. For wheels that have milky stains caused by acidic cleaners try the following: Notice THE 3M CHROME AND METAL POLISH REQUIRED FOR THIS PROCEDURE IS AN EXTREMELY AGGRESSIVE POLISH/CLEANER. THE WHEELS MUST BE CLEANED BEFORE APPLICATION TO AVOID SCRATCHING THE WHEEL SURFACE. THIS PRODUCT WILL REDUCE THE THICKNESS OF THE CHROME PLATING ON THE WHEEL AND IF USED INCORRECTLY OR EXCESSIVELY MAY REMOVE THE CHROME PLATING ALL TOGETHER, EXPOSING A LESS BRIGHT AND BRASSY COLORED SUB-LAYER. FOLLOW INSTRUCTIONS EXACTLY. 1. Wash the wheels with vigorously with soap and water. This step will clean and may reduce wheel staining. Flood all areas of the wheel with water to rinse. 2. Dry the wheels completely. Notice Begin with a small section of the wheel and with light pressure buff off polish and examine results. ONLY apply and rub with sufficient force and time to remove enough staining that you are satisfied with the results. Some wheels may be stained to the extent that you may only achieve a 50% improvement while others may be able to be restored to the original lustre. IN ALL CASES, only apply until the results are satisfactory. 3. Apply 3M Chrome and Metal Polish #39527* with a clean terry cloth towel. As you apply the polish, the staining will be diminished. 4. When dry, buff off the polish with a clean portion of the towel. 5. Repeat application of the 3M Chrome and Metal Polish until satisfied with the results. If continued applications fail to improve the appearance further discontinue use. This procedure will improve the appearance of the wheels and may, with repeated applications, restore the finish dramatically. For wheels that exhibit spotting from road chemicals the above procedure may marginally improve the condition but will not restore the finish or remove the pitting. In this type of staining the wheel finish has actually been removed in spots and no manner of cleaning will restore the finish. †*We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Parts Information Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 00-03-10-002F > Apr > 11 > Wheels - Chrome Wheel Staining/Pitting/Corrosion > Page 1494 *This product is currently available from 3M. To obtain information for your local retail location please call 3M at 1-888-364-3577. **This product is currently available from Meguiars (Canada). To obtain information for your local retail location please call Meguiars at 1-800-347-5700 or at www.meguiarscanada.com. ^ This product is currently available from Tri-Peek International. To obtain information for your local retail location please call Tri-Peek at 1-877-615-4272 or at www.tripeek.com. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 99-08-51-007E > Mar > 11 > Wheels/Tires - Refinishing Aluminum Wheels Wheels: All Technical Service Bulletins Wheels/Tires - Refinishing Aluminum Wheels INFORMATION Bulletin No.: 99-08-51-007E Date: March 17, 2011 Subject: Refinishing Aluminum Wheels Models: 2012 and Prior GM Passenger Cars and Trucks Supercede: This bulletin is being revised to add additional model years. Please discard Corporate Bulletin Number 99-08-51-007D (Section 08 - Body and Accessories). This bulletin updates General Motor's position on refinishing aluminum wheels. GM does not endorse any repairs that involve welding, bending, straightening or re-machining. Only cosmetic refinishing of the wheel's coatings, using recommended procedures, is allowed. Evaluating Damage In evaluating damage, it is the GM Dealer's responsibility to inspect the wheel for corrosion, scrapes, gouges, etc. The Dealer must insure that such damage is not deeper than what can be sanded or polished off. The wheel must be inspected for cracks. If cracks are found, discard the wheel. Any wheels with bent rim flanges must not be repaired or refinished. Wheels that have been refinished by an outside company must be returned to the same vehicle. The Dealer must record the wheel ID stamp or the cast date on the wheel in order to assure this requirement. Refer to Refinisher's Responsibility - Outside Company later in this bulletin. Aluminum Wheel Refinishing Recommendations - Chrome-plated aluminum wheels Re-plating these wheels is not recommended. - Polished aluminum wheels These wheels have a polyester or acrylic clearcoat on them. If the clearcoat is damaged, refinishing is possible. However, the required refinishing process cannot be performed in the dealer environment. Refer to Refinisher's Responsibility - Outside Company later in this bulletin. - Painted aluminum wheels These wheels are painted using a primer, color coat, and clearcoat procedure. If the paint is damaged, refinishing is possible. As with polished wheels, all original coatings must be removed first. Media blasting is recommended. Refer to GM Aluminum Refinishing Bulletin #53-17-03A for the re-painting of this type of wheel. - Bright, machined aluminum wheels These wheels have a polyester or acrylic clearcoat on them. In some cases, the recessed "pocket" areas of the wheel may be painted. Surface refinishing is possible. The wheel must be totally stripped by media blasting or other suitable means. The wheel should be resurfaced by using a sanding process rather than a machining process. This allows the least amount of material to be removed. Important Do not use any re-machining process that removes aluminum. This could affect the dimensions and function of the wheel. Painting is an option to re-clearcoating polished and bright machined aluminum wheels. Paint will better mask any surface imperfections and is somewhat more durable than clearcoat alone. GM recommends using Corsican SILVER WAEQ9283 for a fine "aluminum-like" look or Sparkle SILVER WA9967 for a very bright look. As an option, the body color may also be used. When using any of the painting options, it is recommended that all four wheels be refinished in order to maintain color uniformity. Refer to GM Aluminum Refinishing Bulletin #53-17-03A for specific procedures and product recommendations. Refinisher's Responsibility - Outside Company Important Some outside companies are offering wheel refinishing services. Such refinished wheels will be permanently marked by the refinisher and are warranted by the refinisher. Any process that re-machines or otherwise re-manufactures the wheel should not be used. A refinisher's responsibility includes inspecting for cracks using the Zyglo system or the equivalent. Any cracked wheels must not be refinished. No welding, hammering or reforming of any kind is allowed. The wheel ID must be recorded and follow the wheel throughout the process in order to assure that the same wheel is returned. A plastic media blast may be used for clean up of the wheel. Hand and/or lathe sanding of the machined surface and the wheel window is allowed. Material removal, though, must be kept to a minimum. Re-machining of the wheel is not allowed. Paint and/or clear coat must not be present on the following surfaces: the nut chamfers, the wheel mounting surfaces and the wheel pilot hole. The refinisher must permanently ID stamp the wheel and warrant the painted/clearcoated surfaces for a minimum of one year or the remainder of the new vehicle warranty, whichever is Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 99-08-51-007E > Mar > 11 > Wheels/Tires - Refinishing Aluminum Wheels > Page 1499 longer. Important Whenever a wheel is refinished, the mounting surface and the wheel nut contact surfaces must not be painted or clearcoated. Coating these surfaces could affect the wheel nut torque. When re-mounting a tire on an aluminum wheel, coated balance weights must be used in order to reduce the chance of future cosmetic damage. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 06-03-10-010A > Jun > 10 > Wheels - Changing Procedures/Precautions Wheels: All Technical Service Bulletins Wheels - Changing Procedures/Precautions INFORMATION Bulletin No.: 06-03-10-010A Date: June 09, 2010 Subject: Information on Proper Wheel Changing Procedures and Cautions Models: 2011 and Prior GM Passenger Cars and Trucks 2010 and Prior HUMMER Models 2005-2009 Saab 9-7X 2005-2009 Saturn Vehicles Attention: Complete wheel changing instructions for each vehicle line can be found under Tire and Wheel Removal and Installation in Service Information (SI). This bulletin is intended to quickly review and reinforce simple but vital procedures to reduce the possibility of achieving low torque during wheel installation. Always refer to SI for wheel lug nut torque specifications and complete jacking instructions for safe wheel changing. Supercede: This bulletin is being revised to include the 2011 model year and update the available special tool list. Please discard Corporate Bulletin Number 06-03-10-010 (Section 03 Suspension). Frequency of Wheel Changes - Marketplace Driven Just a few years ago, the increasing longevity of tires along with greater resistance to punctures had greatly reduced the number of times wheels were removed to basically required tire rotation intervals. Today with the booming business in accessory wheels/special application tires (such as winter tires), consumers are having tire/wheel assemblies removed - replaced - or installed more than ever. With this increased activity, it opens up more of a chance for error on the part of the technician. This bulletin will review a few of the common concerns and mistakes to make yourself aware of. Proper Servicing Starts With the Right Tools The following tools have been made available to assist in proper wheel and tire removal and installation. - J 41013 Rotor Resurfacing Kit (or equivalent) - J 42450-A Wheel Hub Resurfacing Kit (or equivalent) Corroded Surfaces One area of concern is corrosion on the mating surfaces of the wheel to the hub on the vehicle. Excessive corrosion, dirt, rust or debris built up on these surfaces can mimic a properly tightened wheel in the service stall. Once the vehicle is driven, the debris may loosen, grind up or be washed away from water splash. This action may result in clearance at the mating surface of the wheel and an under-torqued condition. Caution Before installing a wheel, remove any buildup on the wheel mounting surface and brake drum or brake disc mounting surface. Installing wheels with poor metal-to-metal contact at the mounting surfaces can cause wheel nuts to loosen. This may cause a wheel to come off when the vehicle is moving, possibly resulting in a loss of control or personal injury. Whenever you remove the tire/wheel assemblies, you must inspect the mating surfaces. If corrosion is found, you should remove the debris with a die grinder equipped with a fine sanding pad, wire brush or cleaning disc. Just remove enough material to assure a clean, smooth mating surface. The J 41013 (or equivalent) can be used to clean the following surfaces: - The hub mounting surface - The brake rotor mounting surface - The wheel mounting surface Use the J 42450-A (or equivalent) to clean around the base of the studs and the hub. Lubricants, Grease and Fluids Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 06-03-10-010A > Jun > 10 > Wheels - Changing Procedures/Precautions > Page 1504 Some customers may use penetrating oils, grease or other lubricants on wheel studs to aid in removal or installation. Always use a suitable cleaner/solvent to remove these lubricants prior to installing the wheel and tire assemblies. Lubricants left on the wheel studs may cause improper readings of wheel nut torque. Always install wheels to clean, dry wheel studs ONLY. Notice Lubricants left on the wheel studs or vertical mounting surfaces between the wheel and the rotor or drum may cause the wheel to work itself loose after the vehicle is driven. Always install wheels to clean, dry wheel studs and surfaces ONLY. Beginning with 2011 model year vehicles, put a light coating of grease, GM P/N 1051344 (in Canada, P/N 9930370), on the inner surface of the wheel pilot hole to prevent wheel seizure to the axle or bearing hub. Wheel Stud and Lug Nut Damage Always inspect the wheel studs and lug nuts for signs of damage from crossthreading or abuse. You should never have to force wheel nuts down the stud. Lug nuts that are damaged may not retain properly, yet give the impression of fully tightening. Always inspect and replace any component suspected of damage. Tip Always start wheel nuts by hand! Be certain that all wheel nut threads have been engaged BEFORE tightening the nut. Important If the vehicle has directional tread tires, verify the directional arrow on the outboard side of the tire is pointing in the direction of forward rotation. Wheel Nut Tightening and Torque Improper wheel nut tightening can lead to brake pulsation and rotor damage. In order to avoid additional brake repairs, evenly tighten the wheel nuts to the proper torque specification as shown for each vehicle in SI. Always observe the proper wheel nut tightening sequence as shown below in order to avoid trapping the wheel on the wheel stud threads or clamping the wheel slightly off center resulting in vibration. The Most Important Service You Provide While the above information is well known, and wheel removal so common, technicians run the risk of becoming complacent on this very important Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 06-03-10-010A > Jun > 10 > Wheels - Changing Procedures/Precautions > Page 1505 service operation. A simple distraction or time constraint that rushes the job may result in personal injury if the greatest of care is not exercised. Make it a habit to double check your work and to always side with caution when installing wheels. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 00-03-10-006F > May > 10 > Wheels/Tires - Tire Radial Force Variation (RFV) Wheels: All Technical Service Bulletins Wheels/Tires - Tire Radial Force Variation (RFV) INFORMATION Bulletin No.: 00-03-10-006F Date: May 04, 2010 Subject: Information on Tire Radial Force Variation (RFV) Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X 2000-2005 Saturn L Series 2003-2007 Saturn ION Supercede: This bulletin is being revised to considerably expand the available information on Radial Force Variation (RFV) and should be reviewed in whole. Please discard Corporate Bulletin Number 00-03-10-006E (Section 03 - Suspension). Important - Before measuring tires on equipment such as the Hunter GSP9700, the vehicle MUST be driven a minimum of 16 km (10 mi) to ensure removal of any flat-spotting. Refer to Corporate Bulletin Number 03-03-10-007E - Tire/Wheel Characteristics of GM Original Equipment Tires. - Equipment such as the Hunter GSP9700 MUST be calibrated prior to measuring tire/wheel assemblies for each vehicle. The purpose of this bulletin is to provide guidance to GM dealers when using tire force variation measurement equipment, such as the Hunter GSP9700. This type of equipment can be a valuable tool in diagnosing vehicle ride concerns. The most common ride concern involving tire radial force variation is highway speed shake on smooth roads. Tire related smooth road highway speed shake can be caused by three conditions: imbalance, out of round and tire force variation. These three conditions are not necessarily related. All three conditions must be addressed. Imbalance is normally addressed first, because it is the simpler of the three to correct. Off-vehicle, two plane dynamic wheel balancers are readily available and can accurately correct any imbalance. Balancer calibration and maintenance, proper attachment of the wheel to the balancer, and proper balance weights, are all factors required for a quality balance. However, a perfectly balanced tire/wheel assembly can still be "oval shaped" and cause a vibration. Before balancing, perform the following procedures. Tire and Wheel Diagnosis 1. Set the tire pressure to the placard values. 2. With the vehicle raised, ensure the wheels are centered on the hub by loosening all wheel nuts and hand-tightening all nuts first by hand while shaking the wheel, then torque to specifications using a torque wrench, NOT a torque stick. 3. Visually inspect the tires and the wheels. Inspect for evidence of the following conditions and correct as necessary: - Missing balance weights - Bent rim flange - Irregular tire wear - Incomplete bead seating - Tire irregularities (including pressure settings) - Mud/ice build-up in wheel - Stones in the tire tread - Remove any aftermarket wheels and/or tires and restore vehicle to original condition prior to diagnosing a smooth road shake condition. 4. Road test the vehicle using the Electronic Vibration Analyzer (EVA) essential tool. Drive for a sufficient distance on a known, smooth road surface to duplicate the condition. Determine if the vehicle is sensitive to brake apply. If the brakes are applied lightly and the pulsation felt in the steering wheel increases, refer to the Brakes section of the service manual that deals with brake-induced pulsation. If you can start to hear the vibration as a low boom noise (in addition to feeling it), but cannot see it, the vehicle likely has a first order (one pulse per propshaft revolution) driveline vibration. Driveline first order vibrations are high enough in frequency that most humans can start to hear them at highway speeds, but are too high to be able to be easily seen. These issues can be caused by driveline imbalance or misalignment. If the vehicle exhibits this low boom and the booming pulses in-and-out on a regular basis (like a throbbing), chances are good that the vehicle could have driveline vibration. This type Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 00-03-10-006F > May > 10 > Wheels/Tires - Tire Radial Force Variation (RFV) > Page 1510 of vibration is normally felt more in the "seat of the pants" than the steering wheel. 5. Next, record the Hertz (Hz) reading as displayed by the EVA onto the tire data worksheet found at the end of this bulletin. This should be done after a tire break-in period of at least 16 km (10 mi) at 72 km/h (45 mph) or greater, in order to eliminate any possible tire flat-spotting. This reading confirms what the vehicle vibration frequency is prior to vehicle service and documents the amount of improvement occurring as the result of the various steps taken to repair. Completing the Steering Wheel Shake Worksheet below is required. A copy of the completed worksheet must be saved with the R.O. and a copy included with any parts returned to the Warranty Parts Center for analysis. A reading of 35 to 50 Hz typically indicates a first order propshaft vibration. If this is the situation, refer to Corporate Bulletin Number 08-07-30-044D. Generally, a reading between 10 and 20 Hz indicates a tire/wheel vibration and if this is the reading obtained, continue using this bulletin. If the tire 1st order vibration goes away and stays away during this evaluation, the cause is likely tire flat-spotting. Tire flat-spotting vibration may come and go at any speed over 72 km/h (45 mph) during the first 10 minutes of operation, if vibration continues after 10 minutes of driving at speeds greater than 72 km/h (45 mph), tire flat-spotting can be ruled out as the cause for vibration. 6. If flat-spotting is the cause, provide the explanation that this has occurred due to the vehicle being parked for long periods of time and that the nature of the tire is to take a set. Refer to Corporate Bulletin Number 03-03-10-007E: Information on Tire/Wheel Characteristics (Vibration, Balance, Shake, Flat Spotting) of GM Original Equipment Tires. 7. If the road test indicates a shake/vibration exists, check the imbalance of each tire/wheel assembly on a known, calibrated, off-car dynamic balancer.Make sure the mounting surface of the wheel and the surface of the balancer are absolutely clean and free of debris. Be sure to chose the proper cone/collet for the wheel, and always use the pilot bore for centering. Never center the wheel using the hub-cap bore since it is not a precision machined surface. If any assembly calls for more than 1/4 ounce on either rim flange, remove all balance weights and rebalance to as close to zero as possible. If you can see the vibration (along with feeling it) in the steering wheel (driving straight without your hands on the wheel), it is very likely to be a tire/wheel first order (one pulse per revolution) disturbance. First order disturbances can be caused by imbalance as well as non-uniformities in tires, wheels or hubs. This first order frequency is too low for a human to hear, but if the amplitude is high enough, it can be seen. If a vibration or shake still exists after balancing, any out of round conditions, of the wheel, and force variation conditions of the tire, must be addressed. Equipment such as the Hunter GSP9700 can address both (it is also a wheel balancer). Tire radial force vibration (RFV) can be defined as the amount of stiffness variation the tire will produce in one revolution under a constant load. Radial force variation is what the vehicle feels because the load (weight) of the vehicle is always on the tires. Although free runout of tires (not under load) is not always a good indicator of a smooth ride, it is critical that total tire/wheel assembly runout be within specification. Equipment such as the Hunter GSP9700 loads the tire, similar to on the vehicle, and measures radial force variation of the tire/wheel assembly. Note that the wheel is affecting the tire's RFV measurement at this point. To isolate the wheel, its runout must be measured. This can be easily done on the Hunter, without the need to set up dial indicators. If the wheel meets the runout specification, the tire's RFV can then be addressed. After measuring the tire/wheel assembly under load, and the wheel alone, the machine then calculates (predicts) the radial force variation of the tire. However, because this is a prediction that can include mounting inaccuracies, and the load wheel is much smaller in diameter than used in tire production, this type of service equipment should NOT be used to audit new tires. Rather, it should be used as a service diagnostic tool to minimize radial force variation of the tire/wheel assembly. Equipment such as the Hunter GSP9700 does an excellent job of measuring wheel runout, and of finding the low point of the wheel (for runout) and the high point of the tire (for radial force variation). This allows the tire to be matched mounted to the wheel for lowest tire/wheel assembly force variation. The machine will simplify this process into easy steps. The following assembly radial force variation numbers should be used as a guide: When measuring RFV and match mounting tires perform the following steps. Measuring Wheel Runout and Assembly Radial Force Variation Important The completed worksheet at the end of this bulletin must be attached to the hard copy of the repair order. - Measure radial force variation and radial runout. - If a road force/balancing machine is used, record the radial force variation (RFV) on the worksheet at the end of this bulletin. It may be of benefit to have the lowest RFV assembly to the front left corner. If the machine is not available and the EVA data suggests there is an issue, swap the tire and wheel assemblies from the front to the back. Re-check on the EVA and if the problem still exists, test another vehicle to find tires that do not exhibit the same frequency and swap those tires onto the subject vehicle. - If a runout/balancing machine is used, record the radial runout of the tire/wheel assemblies on the worksheet at the end of this bulletin. If one or more of the tire/wheel assemblies are more than.040 in (1.02 mm), match mount the tire to the wheel to get below.040 in (1.02 mm). For sensitive customers, readings of 0.030 inch (0.76 mm) or less are preferable, it may also be of benefit to have the lowest runout assembly to the front left corner. If the machine is not available and the EVA data suggests there is an issue, swap the tire and wheel assemblies from the front to the back. Re-check on the EVA and if the problem still exists, test another vehicle to find tires that do not exhibit the same frequency and swap those tires Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 00-03-10-006F > May > 10 > Wheels/Tires - Tire Radial Force Variation (RFV) > Page 1511 onto the subject vehicle. - After match mounting, the tire/wheel assembly must be rebalanced. If match mounting tires to in-spec wheels produces assembly values higher than these, tire replacement may be necessary. Replacing tires at lower values will probably mean good tires are being condemned. Because tires can sometimes become temporarily flat-spotted, which will affect force variation, it is important that the vehicle be driven at least 16 km (10 mi) prior to measuring. Tire pressure must also be adjusted to the usage pressure on the vehicle's tire placard prior to measuring. Most GM vehicles will tolerate radial force variation up to these levels. However, some vehicles are more sensitive, and may require lower levels. Also, there are other tire parameters that equipment such as the Hunter GSP9700 cannot measure that may be a factor. In such cases, TAC should be contacted for further instructions. Important - When mounting a GM wheel to a wheel balancer/force variation machine, always use the wheel's center pilot hole. This is the primary centering mechanism on all GM wheels; the bolt holes are secondary. Usually a back cone method to the machine should be used. For added accuracy and repeatability, a flange plate should be used to clamp the wheel onto the cone and machine. This system is offered by all balancer manufacturers in GM's dealer program. - Any type of service equipment that removes tread rubber by grinding, buffing or truing is NOT recommended, and may void the tire warranty. However, tires may have been ground by the tire company as part of their tire manufacturing process. This is a legitimate procedure. Steering Wheel Shake Worksheet When diagnosing vibration concerns, use the following worksheet in conjunction with the appropriate Vibration Analysis-Road testing procedure in the Vibration Correction sub-section in SI. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 00-03-10-006F > May > 10 > Wheels/Tires - Tire Radial Force Variation (RFV) > Page 1512 Refer to the appropriate section of SI for specifications and repair procedures that are related to the vibration concern. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 05-03-10-003F > Apr > 10 > Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels Wheels: All Technical Service Bulletins Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels TECHNICAL Bulletin No.: 05-03-10-003F Date: April 27, 2010 Subject: Low Tire Pressure, Leaking Cast Aluminum Wheels (Repair with Adhesive Sealant) Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X with Cast Aluminum Wheels Supercede: This bulletin is being revised to update the model years and the bulletin reference information. Please discard Corporate Bulletin Number 05-03-10-003E (Section 03 - Suspension). Condition Some customers may comment on a low tire pressure condition. Diagnosis of the low tire pressure condition indicates an air leak through the cast aluminum wheel. Cause Porosity in the cast aluminum wheel may be the cause. Notice This bulletin specifically addresses issues related to the wheel casting that may result in an air leak. For issues related to corrosion of the wheel in service, please refer to Corporate Bulletin Number 08-03-10-006C - Tire Slowly Goes Flat, Tire Air Loss, Low Tire Pressure Warning Light Illuminated, Aluminum Wheel Bead Seat Corrosion (Clean and Resurface Wheel Bead Seat). Correction 1. Remove the tire and wheel assembly from the vehicle. Refer to the appropriate service procedure in SI. 2. Locate the leaking area by inflating the tire to 276 kPa (40 psi) and dipping the tire/wheel assembly in a water bath, or use a spray bottle with soap and water to locate the specific leak location. Important - If the porosity leak is located in the bead area of the aluminum rim (where the tire meets the rim), the wheel should be replaced. - If two or more leaks are located on one wheel, the wheel should be replaced. 3. If air bubbles are observed, mark the location. - If the leak location is on the tire/rubber area, refer to Corporate Bulletin Number 04-03-10-001F Tire Puncture Repair Procedures for All Cars and Light Duty Trucks. - If the leak is located on the aluminum wheel area, continue with the next step. 4. Inscribe a mark on the tire at the valve stem in order to indicate the orientation of the tire to the wheel. 5. Dismount the tire from the wheel. Refer to Tire Mounting and Dismounting. 6. Remove the tire pressure sensor. Refer to Tire Pressure Sensor removal procedure in SI. 7. Scuff the INSIDE rim surface at the leak area with #80 grit paper and clean the area with general purpose cleaner, such as 3M(R) General Purpose Adhesive Cleaner, P/N 08984, or equivalent. 8. Apply a 3 mm (0.12 in) thick layer of Silicone - Adhesive/Sealant, P/N 12378478 (in Canada, use 88900041), or equivalent, to the leak area. 9. Allow for the adhesive/sealant to dry. Notice Caution must be used when mounting the tire so as not to damage the sealer. Damaging the repair area may result in an air leak. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 05-03-10-003F > Apr > 10 > Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels > Page 1517 10. Align the inscribed mark on the tire with the valve stem on the wheel. 11. Reinstall the Tire Pressure Sensor. Refer to Tire Pressure Sensor installation procedure in SI. 12. Mount the tire on the wheel. Refer to Tire Mounting and Dismounting. 13. Pressurize the tire to 276 kPa (40 psi) and inspect for leaks. 14. Adjust tire pressure to meet the placard specification. 15. Balance the tire/wheel assembly. Refer to Tire and Wheel Assembly Balancing - Off-Vehicle. 16. Install the tire and wheel assembly onto the vehicle. Refer to the appropriate service procedure in SI. Parts Information Warranty Information (excluding Saab U.S. Models) Important The Silicone - Adhesive/Sealant comes in a case quantity of six. ONLY charge warranty one tube of adhesive/sealant per wheel repair. For vehicles repaired under warranty, use: One leak repair per wheel. Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table above. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 04-03-10-012B > Feb > 08 > Wheels - Chrome Wheel Brake Dust Accumulation/Pitting Wheels: All Technical Service Bulletins Wheels - Chrome Wheel Brake Dust Accumulation/Pitting Bulletin No.: 04-03-10-012B Date: February 01, 2008 INFORMATION Subject: Pitting and Brake Dust on Chrome wheels Models: 2008 and Prior GM Passenger Cars and Trucks (including Saturn) 2008 and Prior HUMMER H2, H3 2005-2008 Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 04-03-10-012A (Section 03 - Suspension). Analysis of Returned Wheels Chrome wheels returned under the New Vehicle Limited Warranty for pitting concerns have recently been evaluated. This condition is usually most severe in the vent (or window) area of the front wheels. This "pitting" may actually be brake dust that has been allowed to accumulate on the wheel. The longer this accumulation builds up, the more difficult it is to remove. Cleaning the Wheels In all cases, the returned wheels could be cleaned to their original condition using GM Vehicle Care Cleaner Wax, P/N 12377966 (in Canada, P/N 10952905). When using this product, you should confine your treatment to the areas of the wheel that show evidence of the brake dust build-up. This product is only for use on chromed steel or chromed aluminum wheels. Parts Information Warranty Information Wheel replacement for this condition is NOT applicable under the terms of the New Vehicle Limited Warranty. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 99-03-10-102 > Jun > 99 > Warranty - OE Chrome Plated Aluminum Wheel ID Wheels: All Technical Service Bulletins Warranty - OE Chrome Plated Aluminum Wheel ID File In Section: 03 - Suspension Bulletin No.: 99-03-10-102 Date: June, 1999 INFORMATION Subject: Original Equipment Chrome Plated Aluminum Wheel Identification Models: 1999 and Prior Passenger Cars and Light Duty Trucks Chrome plated aluminum wheels have been returned to the Warranty Parts Center that are not the original equipment (OE) components. Original equipment chrome plated aluminum wheels can be identified by either a balance weight clip retention groove (1) or a step (2) that is machined around both of the wheel's rim flanges. The rim flanges (3) of painted original equipment aluminum wheels do not have a groove or a step. Chrome plated aluminum wheels that do not have the wheel rim flange groove or step are aftermarket chrome plated components and are NOT warrantable. Any aftermarket chrome wheels received by the Warranty Parts Center will be charged back to the dealership. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 72-05-05 > Aug > 97 > Warranty - Guidelines for Using E0420 Wheel Replace Wheels: All Technical Service Bulletins Warranty - Guidelines for Using E0420 Wheel Replace File In Section: Warranty Administration Bulletin No.: 72-05-05 Date: August, 1997 WARRANTY ADMINISTRATION Subject: Guidelines for Using EO42O Wheel Replace Models: 1989-98 Passenger Cars and Light Duty Trucks The purpose of this bulletin is to provide service personnel with guidelines for using the above subject labor operation. Effective with repair orders dated on or after September 1, 1997, dealers are to be guided by the following: ^ Aluminum Wheels (including chrome plated) with Porosity - Wheels that exhibit porosity should be repaired as described in the vehicle service manual. Wheels should not be replaced without wholesale approval. ^ Aluminum Wheels (except chrome plated) with a "Finish Defect" - Wheels that exhibit a defect in the finish, (i.e., discoloration or surface degradation) should be refinished as described in the Corporate Service Bulletin Number 53-17-03A released in May, 1996. ^ Chrome Wheels - Wheels that are chromed and found to have a finish defect can only be replaced. ^ Aluminum and chrome wheels replaced under warranty will be subject to random part review and inspection. Those wheels inspected and found not to be defective and/or should have been repaired, will be subject to charge back. Wheels damaged by normal wear, road hazards, car wash brushes, or other physical or chemical damage are not eligible for warranty coverage. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 531703A > May > 96 > Aluminum Wheels - Refinishing Technical Service Bulletin # 531703A Date: 960501 Aluminum Wheels - Refinishing File In Section: 10 - Body Bulletin No.: 53-17-03A Date: May, 1996 INFORMATION Subject: Aluminum Wheel Refinishing Models: 1991-96 Passenger Cars and Trucks This bulletin is being revised to delete the 1990 model year and add the 1996 model year. Please discard Corporate Bulletin Number 53-17-03 (Section 10 - Body). This bulletin supersedes and cancels all previous service bulletins concerning the refinishing of aluminum wheels. The purpose of this service bulletin is to assist dealerships in repairing the discoloration or surface degradation that has occurred on styled aluminum wheels. This bulletin provides NEW PROCEDURES AND SPECIFIC MATERIALS for the refinishing of painted aluminum wheels or aluminum wheels with discoloration or surface degradation. Important: THE RE-MACHINING OF ALUMINUM WHEELS IS NOT RECOMMENDED. THE RE-CLEAR COATING OF ALUMINUM WHEELS IS NO LONGER RECOMMENDED DUE TO CONCERNS OF REPAIR DURABILITY The new procedure requires the wheel surface be plastic media blasted to remove old paint or clear coat. CHEMICAL STRIPPERS ARE NOT RECOMMENDED. Material Required System 1: DuPont Products 3939-S Cleaning Solvent 615/616 Etching Primer URO 5000 Primer Surfacer IMRON 6000 Basecoat 3440-S IMRON Clear System 2: PPG Products DX533 Aluminum Cleaner DX503 Aluminum Conditioner DP Epoxy Primer Deltron Basecoat (DBC) Concept 2001 Clear Acrylic Urethane System 3: Spies Hecker Permahyd Silicone Remover 7090 Permahyd 1:1 Primer 4070 Permahyd 2:1 Surfacer 5080 Permahyd Base Coat Series 280/285 Permahyd H.S. Clearcoat 8060 Color Selection If the wheels being painted were previously clearcoated aluminum, we would recommend using Corsican SILVER WAEQ9283 for a fine "aluminum-like" look or Sparkle SILVER WA9967 for a very bright look. As an option to the customer, you may also use body color. For color Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 531703A > May > 96 > Aluminum Wheels - Refinishing > Page 1534 selection and verification, refer to your paint manufacturer's color book. On wheels that were previous clearcoated aluminum it is recommended that all four wheels and their center caps be refinished to maintain color uniformity. Important: THE PRODUCTS LISTED MUST BE USED AS A SYSTEM. DO NOT MIX OTHER MANUFACTURERS' PRODUCT LINES WITH THE REQUIRED MATERIALS. PRODUCTS LISTED IN THIS BULLETIN HAVE SHOWN THE REQUIRED REPAIR DURABILITY, AND CURRENTLY ARE THE ONLY PAINT SYSTEMS THAT MEET GM SPECIFICATION 4350M-A336. Procedures 1. Remove wheels from vehicle. Tires may remain mounted on wheels. 2. Remove balance weights and mark their location on tire. 3. Wipe excess grease, etc. from wheels with wax and grease remover. 4. Have wheels plastic media blasted to remove clearcoat. FOR FURTHER INFORMATION ON MEDIA BLASTING IN YOUR AREA, CALL US TECHNOLOGIES INC., CONTACT DAVE ROSENBURG AT 1-800-634-9185. Caution: IT IS MANDATORY THAT ADEQUATE RESPIRATORY PROTECTION BE WORN. EXAMPLES OF SUCH PROTECTION ARE: AIR LINE RESPIRATORS WITH FULL HOOD OR HALF MASK. IF NOT AVAILABLE, USE A VAPOR/PARTICULATE RESPIRATOR THAT RESPIRATOR MANUFACTURER RECOMMENDS AS EFFECTIVE FOR ISOCYANATE VAPOR AND MISTS (UNLESS LOCAL REGULATIONS PREVAIL). 5. Painting Process a. Refer to Attachments 1-3 for each System's individual formula and process. b. After following the specific System's individual formula and process, follow these steps: 6. Unmask wheels. 7. Clean all wheel mounting surface of any corrosion, overspray, or dirt. 8. Install new coated balance weights, at marked locations. 9. Replace wheels on vehicle. 10. USE A TORQUE STICK ON AN IMPACT WRENCH, OR A TORQUE WRENCH TO CONSISTENTLY AND UNIFORMLY FASTEN THE WHEEL TO THE SPECIFIED TORQUE FOR THE VEHICLE. THE STAR PATTERN MUST BE FOLLOWED. Important: TORQUE STICKS MUST BE USED ANY TIME AN IMPACT WRENCH IS USED TO TIGHTEN WHEEL NUTS. Warranty Information For vehicles repaired under warranty, use as shown. Attachment 1 - DuPont Products Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 531703A > May > 96 > Aluminum Wheels - Refinishing > Page 1535 Painting Process System: Dupont Products Paint Color Information: Corsican Silver WA EQ9283 Dupont # C9143, Sparkle Silver WA9967 Dupont # C9339 1. Wipe wheel with cleaning solvent: 3939-S, 3949-S or 3900-S. 2. Mask off tires. Important: 3. Mask off all wheel mounting surfaces and wheel mount surfaces. 4. Apply two coats of 615/616-S etching primer to wheel allowing 10 minutes flash between coats. Allow to dry for 30 minutes before applying primer coat. 5. Apply URO 5000 primer 1220/193-S + accelerator 389-S using two coats at 65-70 PSI at the gun. Allow 12-15 minutes between coats. Force bake 30 minutes at 140°F (60°C). 6. Scuff sand using green Scotch-Brite pad. 7. Solvent wipe before top coating. 8. Apply IMRON 6000 base coat to wheel. 2-3 coats to hiding at 60-70 PSI allowing to flash between coats. Base coat needs to dry 20-30 minutes before clearcoat is applied. 9. Apply 3440-S clearcoat to wheel using two coats at 60-70 PSI. Flash 10-15 minutes between coats. 389-S can be used in basecoat and clearcoat to give faster set up times. 10. Allow overnight dry before reassemble. Can be baked for 30 minutes at 140°F (60°C). Attachment 2 - PPG Products Painting Process: PPG System Paint Color Information: Corsican Silver WAEQ9283; PPG # DBC-3531, Sparkle Silver WA9967; PPG # 35367 1. Wash entire wheel with aluminum cleaner DX533, mix 1:3 with water. Allow to react 2-3 minutes and rinse thoroughly. 2. Wash entire wheel with aluminum conditioner DX5O3 straight from the container. Allow to react 2-3 minutes until pale gold or tan color develops. Rinse thoroughly and dry. 3. Mask off tires. Important: 4. Mask off all wheel nut mounting surfaces and wheel mounting surfaces. 5. Apply 1-2 coats of DP Primer and allow to flash for 15-20 minutes. 6. Apply 2-3 coats of Deltron Basecoat (DBC) and allow to flash 20 minutes after the final coat. 7. Apply two (2) wet coats of Concept 2001 Acrylic urethane. 8. Flash 20 minutes and bake 140°F (60°C) for 30 minutes. For more information contact your PPG Jobber. Attachment 3 - Spies Hecker Painting Process: Spies Hecker System Paint Color Information: Corsican Silver AWEQ9283; SH-72913, Sparkle Silver WA9967; SH-71912 1. Clean with Permahyd Silicone Remover 7090. 2. Mask off tires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheels: > 531703A > May > 96 > Aluminum Wheels - Refinishing > Page 1536 Important: 3. Mask off all wheel nut mounting surfaces and wheel mounting surfaces. 4. Apply 1-1/2 coats of Permahyd 1:1 Primer 4070. Mix 1:1 with Permahyd Hardener 3070 as per TDS. 5. Allow to flash for 30 minutes. 6. Apply two (2) coats of Permahyd 2:1 Surfacer 5080. Mix 2:1 with Permahyd Hardener 3071 as per TDS. 7. Bake for 60 minutes at 140°F (60°C) or allow to flash for 3 hours at 68°F (20°C). 8. Apply Permahyd Base Coat Series 280/285 as per TDS. 9. Allow to flash 10 to 15 minutes. 10. Apply 1 to 2 coats of Permacron High Solid Clear Coat 8060 as per TDS. 11. Allow to flash 10 minutes. Then bake at 140°F (60°C) for 40 minutes. For more information, contact your SPIES HECKER Jobber. We believe these sources and their products to be reliable. There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or equipment from these firms or for any such items which may be available from other sources. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 00-03-10-002F > Apr > 11 > Wheels - Chrome Wheel Staining/Pitting/Corrosion Wheels: All Technical Service Bulletins Wheels - Chrome Wheel Staining/Pitting/Corrosion INFORMATION Bulletin No.: 00-03-10-002F Date: April 21, 2011 Subject: Chemical Staining, Pitting, Corrosion and/or Spotted Appearance of Chromed Aluminum Wheels Models: 2012 and Prior GM Cars and Trucks Supercede: This bulletin is being revised to update model years, suggest additional restorative products and add additional corrosion information. Please discard Corporate Bulletin Number 00-03-10-002E (Section 03 - Suspension). Important You may give a copy of this bulletin to the customer. What is Chemical Staining of Chrome Wheels? Figure 1 Chemical staining in most cases results from acid based cleaners (refer to Figure 1 for an example). These stains are frequently milky, black, or greenish in appearance. They result from using cleaning solutions that contain acids on chrome wheels. Soap and water is usually sufficient to clean wheels. If the customer insists on using a wheel cleaner they should only use one that specifically states that it is safe for chromed wheels and does not contain anything in the following list. (Dealers should also survey any products they use during prep or normal cleaning of stock units for these chemicals.) - Ammonium Bifluoride (fluoride source for dissolution of chrome) - Hydrofluoric Acid (directly dissolves chrome) - Hydrochloric Acid (directly dissolves chrome) - Sodium Dodecylbenzenesulfonic Acid - Sulfamic Acid - Phosphoric Acid - Hydroxyacetic Acid Notice Many wheel cleaner instructions advise to take care to avoid contact with painted surfaces. Most customers think of painted surfaces as the fenders, quarter panels and other exterior sheet metal. Many vehicles have painted brake calipers. Acidic wheel cleaners may craze, crack, or discolor the paint on the brake calipers. Damage from wheel cleaners is not covered under the vehicle new car warranty. Soap and water applied with a soft brush is usually all that is required to clean the calipers. Whenever any wheel cleaner is used, it must be THOROUGHLY rinsed off of the wheel with clean, clear water. Special care must be taken to rinse under the hub cap, balance weights, wheel nuts, lug nut caps, between the wheel cladding and off the back side of the wheel. Wheels returned to the Warranty Parts Center (WPC) that exhibit damage from wheel cleaners most often have the damage around and under the wheel weight where the cleaner was incompletely flushed away. Notice Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 00-03-10-002F > Apr > 11 > Wheels - Chrome Wheel Staining/Pitting/Corrosion > Page 1542 Do not use cleaning solutions that contain hydrofluoric, oxalic and most other acids on chrome wheels (or any wheels). If the customer is unsure of the chemical make-up of a particular wheel cleaner, it should be avoided. For wheels showing signs of milky staining from acidic cleaners, refer to Customer Assistance and Instructions below. Warranty of Stained Chrome Wheels Stained wheels are not warrantable. Most acid based cleaners will permanently stain chrome wheels. Follow-up with dealers has confirmed that such cleaners were used on wheels that were returned to the Warranty Parts Center (WPC). Any stained wheels received by the WPC will be charged back to the dealership. To assist the customer, refer to Customer Assistance and Instructions below. Pitting or Spotted Appearance of Chrome Wheels Figure 2 A second type or staining or finish disturbance may result from road chemicals, such as calcium chloride used for dust control of unpaved roads. The staining will look like small pitting (refer to Figure 2). This staining will usually be on the leading edges of each wheel spoke, but may be uniformly distributed. If a vehicle must be operated under such conditions, the chrome wheels should be washed with mild soap and water and thoroughly rinsed as soon as conveniently possible. Important Road chemicals, such as calcium chloride used for dust control of unpaved roads, can also stain chrome wheels. The staining will look like small pitting. This staining will usually be on the leading edges of each wheel spoke. This is explained by the vehicle traveling in the forward direction while being splashed by the road chemical. If a vehicle must be operated under such conditions, the chrome wheels should be washed with mild soap and water and thoroughly rinsed as soon as conveniently possible. Warranty of Pitted or Spotted Chrome Wheels Wheels returned with pitting or spotting as a result of road chemicals may be replaced one time. Damage resulting from contact with these applied road chemicals is corrosive to the wheels finish and may cause damage if the wheels are not kept clean. Important Notify the customer that this is a one time replacement. Please stress to the customer the vital importance of keeping the wheels clean if they are operating the vehicle in an area that applies calcium chloride or other dust controlling chemicals! "GM of Canada" dealers require prior approval by the District Manager - Customer Care and Service Process (DM-CCSP). "Stardust" Corrosion of Chrome Wheels Figure 3 A third type of finish disturbance results from prolonged exposure to brake dust and resultant penetration of brake dust through the chrome. As brakes are applied hot particles of brake material are thrown off and tend to be forced through the leading edge of the wheel spoke windows by airflow. These Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 00-03-10-002F > Apr > 11 > Wheels - Chrome Wheel Staining/Pitting/Corrosion > Page 1543 hot particles embed themselves in the chrome layer and create a small pit. If the material is allowed to sit on the wheel while it is exposed to moisture or salt, it will corrode the wheel beneath the chrome leaving a pit or small blister in the chrome. Heavy brake dust build-up should be removed from wheels by using GM Chrome Cleaner and Polish, P/N 1050173 (in Canada use 10953013). For moderate cleaning, light brake dust build-up or water spots use GM Swirl Remover Polish, P/N 12377965 (in Canada, use Meguiars Plast-X(TM) Clear Plastic Cleaner and Polish #G12310C**). After cleaning, the wheel should be waxed using GM Cleaner Wax, P/N 12377966 (in Canada, use Meguiars Cleaner Wax #M0616C**), which will help protect the wheel from brake dust and reduce adhesion of any brake dust that gets on the wheel surface. For general maintenance cleaning, PEEK Metal Polish† may be used. It will clean and shine the chrome and leave behind a wax coating that may help protect the finish. Warranty of Stardust Corroded Chrome Wheels Wheels returned with pitting or spotting as a result of neglect and brake dust build-up may be replaced one time. Important Notify the customer that this is a one time replacement. Please stress to the customer the vital importance of keeping the wheels clean and free of prolonged exposure to brake dust build-up. "GM of Canada" dealers require prior approval by the District Manager - Customer Care and Service Process (DM-CCSP). Customer Assistance and Instructions GM has looked for ways customers may improve the appearance of wheels damaged by acidic cleaners. The following product and procedure has been found to dramatically improve the appearance of stained wheels. For wheels that have milky stains caused by acidic cleaners try the following: Notice THE 3M CHROME AND METAL POLISH REQUIRED FOR THIS PROCEDURE IS AN EXTREMELY AGGRESSIVE POLISH/CLEANER. THE WHEELS MUST BE CLEANED BEFORE APPLICATION TO AVOID SCRATCHING THE WHEEL SURFACE. THIS PRODUCT WILL REDUCE THE THICKNESS OF THE CHROME PLATING ON THE WHEEL AND IF USED INCORRECTLY OR EXCESSIVELY MAY REMOVE THE CHROME PLATING ALL TOGETHER, EXPOSING A LESS BRIGHT AND BRASSY COLORED SUB-LAYER. FOLLOW INSTRUCTIONS EXACTLY. 1. Wash the wheels with vigorously with soap and water. This step will clean and may reduce wheel staining. Flood all areas of the wheel with water to rinse. 2. Dry the wheels completely. Notice Begin with a small section of the wheel and with light pressure buff off polish and examine results. ONLY apply and rub with sufficient force and time to remove enough staining that you are satisfied with the results. Some wheels may be stained to the extent that you may only achieve a 50% improvement while others may be able to be restored to the original lustre. IN ALL CASES, only apply until the results are satisfactory. 3. Apply 3M Chrome and Metal Polish #39527* with a clean terry cloth towel. As you apply the polish, the staining will be diminished. 4. When dry, buff off the polish with a clean portion of the towel. 5. Repeat application of the 3M Chrome and Metal Polish until satisfied with the results. If continued applications fail to improve the appearance further discontinue use. This procedure will improve the appearance of the wheels and may, with repeated applications, restore the finish dramatically. For wheels that exhibit spotting from road chemicals the above procedure may marginally improve the condition but will not restore the finish or remove the pitting. In this type of staining the wheel finish has actually been removed in spots and no manner of cleaning will restore the finish. †*We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Parts Information Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 00-03-10-002F > Apr > 11 > Wheels - Chrome Wheel Staining/Pitting/Corrosion > Page 1544 *This product is currently available from 3M. To obtain information for your local retail location please call 3M at 1-888-364-3577. **This product is currently available from Meguiars (Canada). To obtain information for your local retail location please call Meguiars at 1-800-347-5700 or at www.meguiarscanada.com. ^ This product is currently available from Tri-Peek International. To obtain information for your local retail location please call Tri-Peek at 1-877-615-4272 or at www.tripeek.com. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 99-08-51-007E > Mar > 11 > Wheels/Tires - Refinishing Aluminum Wheels Wheels: All Technical Service Bulletins Wheels/Tires - Refinishing Aluminum Wheels INFORMATION Bulletin No.: 99-08-51-007E Date: March 17, 2011 Subject: Refinishing Aluminum Wheels Models: 2012 and Prior GM Passenger Cars and Trucks Supercede: This bulletin is being revised to add additional model years. Please discard Corporate Bulletin Number 99-08-51-007D (Section 08 - Body and Accessories). This bulletin updates General Motor's position on refinishing aluminum wheels. GM does not endorse any repairs that involve welding, bending, straightening or re-machining. Only cosmetic refinishing of the wheel's coatings, using recommended procedures, is allowed. Evaluating Damage In evaluating damage, it is the GM Dealer's responsibility to inspect the wheel for corrosion, scrapes, gouges, etc. The Dealer must insure that such damage is not deeper than what can be sanded or polished off. The wheel must be inspected for cracks. If cracks are found, discard the wheel. Any wheels with bent rim flanges must not be repaired or refinished. Wheels that have been refinished by an outside company must be returned to the same vehicle. The Dealer must record the wheel ID stamp or the cast date on the wheel in order to assure this requirement. Refer to Refinisher's Responsibility - Outside Company later in this bulletin. Aluminum Wheel Refinishing Recommendations - Chrome-plated aluminum wheels Re-plating these wheels is not recommended. - Polished aluminum wheels These wheels have a polyester or acrylic clearcoat on them. If the clearcoat is damaged, refinishing is possible. However, the required refinishing process cannot be performed in the dealer environment. Refer to Refinisher's Responsibility - Outside Company later in this bulletin. - Painted aluminum wheels These wheels are painted using a primer, color coat, and clearcoat procedure. If the paint is damaged, refinishing is possible. As with polished wheels, all original coatings must be removed first. Media blasting is recommended. Refer to GM Aluminum Refinishing Bulletin #53-17-03A for the re-painting of this type of wheel. - Bright, machined aluminum wheels These wheels have a polyester or acrylic clearcoat on them. In some cases, the recessed "pocket" areas of the wheel may be painted. Surface refinishing is possible. The wheel must be totally stripped by media blasting or other suitable means. The wheel should be resurfaced by using a sanding process rather than a machining process. This allows the least amount of material to be removed. Important Do not use any re-machining process that removes aluminum. This could affect the dimensions and function of the wheel. Painting is an option to re-clearcoating polished and bright machined aluminum wheels. Paint will better mask any surface imperfections and is somewhat more durable than clearcoat alone. GM recommends using Corsican SILVER WAEQ9283 for a fine "aluminum-like" look or Sparkle SILVER WA9967 for a very bright look. As an option, the body color may also be used. When using any of the painting options, it is recommended that all four wheels be refinished in order to maintain color uniformity. Refer to GM Aluminum Refinishing Bulletin #53-17-03A for specific procedures and product recommendations. Refinisher's Responsibility - Outside Company Important Some outside companies are offering wheel refinishing services. Such refinished wheels will be permanently marked by the refinisher and are warranted by the refinisher. Any process that re-machines or otherwise re-manufactures the wheel should not be used. A refinisher's responsibility includes inspecting for cracks using the Zyglo system or the equivalent. Any cracked wheels must not be refinished. No welding, hammering or reforming of any kind is allowed. The wheel ID must be recorded and follow the wheel throughout the process in order to assure that the same wheel is returned. A plastic media blast may be used for clean up of the wheel. Hand and/or lathe sanding of the machined surface and the wheel window is allowed. Material removal, though, must be kept to a minimum. Re-machining of the wheel is not allowed. Paint and/or clear coat must not be present on the following surfaces: the nut chamfers, the wheel mounting surfaces and the wheel pilot hole. The refinisher must permanently ID stamp the wheel and warrant the painted/clearcoated surfaces for a minimum of one year or the remainder of the new vehicle warranty, whichever is Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 99-08-51-007E > Mar > 11 > Wheels/Tires - Refinishing Aluminum Wheels > Page 1549 longer. Important Whenever a wheel is refinished, the mounting surface and the wheel nut contact surfaces must not be painted or clearcoated. Coating these surfaces could affect the wheel nut torque. When re-mounting a tire on an aluminum wheel, coated balance weights must be used in order to reduce the chance of future cosmetic damage. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 06-03-10-010A > Jun > 10 > Wheels - Changing Procedures/Precautions Wheels: All Technical Service Bulletins Wheels - Changing Procedures/Precautions INFORMATION Bulletin No.: 06-03-10-010A Date: June 09, 2010 Subject: Information on Proper Wheel Changing Procedures and Cautions Models: 2011 and Prior GM Passenger Cars and Trucks 2010 and Prior HUMMER Models 2005-2009 Saab 9-7X 2005-2009 Saturn Vehicles Attention: Complete wheel changing instructions for each vehicle line can be found under Tire and Wheel Removal and Installation in Service Information (SI). This bulletin is intended to quickly review and reinforce simple but vital procedures to reduce the possibility of achieving low torque during wheel installation. Always refer to SI for wheel lug nut torque specifications and complete jacking instructions for safe wheel changing. Supercede: This bulletin is being revised to include the 2011 model year and update the available special tool list. Please discard Corporate Bulletin Number 06-03-10-010 (Section 03 Suspension). Frequency of Wheel Changes - Marketplace Driven Just a few years ago, the increasing longevity of tires along with greater resistance to punctures had greatly reduced the number of times wheels were removed to basically required tire rotation intervals. Today with the booming business in accessory wheels/special application tires (such as winter tires), consumers are having tire/wheel assemblies removed - replaced - or installed more than ever. With this increased activity, it opens up more of a chance for error on the part of the technician. This bulletin will review a few of the common concerns and mistakes to make yourself aware of. Proper Servicing Starts With the Right Tools The following tools have been made available to assist in proper wheel and tire removal and installation. - J 41013 Rotor Resurfacing Kit (or equivalent) - J 42450-A Wheel Hub Resurfacing Kit (or equivalent) Corroded Surfaces One area of concern is corrosion on the mating surfaces of the wheel to the hub on the vehicle. Excessive corrosion, dirt, rust or debris built up on these surfaces can mimic a properly tightened wheel in the service stall. Once the vehicle is driven, the debris may loosen, grind up or be washed away from water splash. This action may result in clearance at the mating surface of the wheel and an under-torqued condition. Caution Before installing a wheel, remove any buildup on the wheel mounting surface and brake drum or brake disc mounting surface. Installing wheels with poor metal-to-metal contact at the mounting surfaces can cause wheel nuts to loosen. This may cause a wheel to come off when the vehicle is moving, possibly resulting in a loss of control or personal injury. Whenever you remove the tire/wheel assemblies, you must inspect the mating surfaces. If corrosion is found, you should remove the debris with a die grinder equipped with a fine sanding pad, wire brush or cleaning disc. Just remove enough material to assure a clean, smooth mating surface. The J 41013 (or equivalent) can be used to clean the following surfaces: - The hub mounting surface - The brake rotor mounting surface - The wheel mounting surface Use the J 42450-A (or equivalent) to clean around the base of the studs and the hub. Lubricants, Grease and Fluids Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 06-03-10-010A > Jun > 10 > Wheels - Changing Procedures/Precautions > Page 1554 Some customers may use penetrating oils, grease or other lubricants on wheel studs to aid in removal or installation. Always use a suitable cleaner/solvent to remove these lubricants prior to installing the wheel and tire assemblies. Lubricants left on the wheel studs may cause improper readings of wheel nut torque. Always install wheels to clean, dry wheel studs ONLY. Notice Lubricants left on the wheel studs or vertical mounting surfaces between the wheel and the rotor or drum may cause the wheel to work itself loose after the vehicle is driven. Always install wheels to clean, dry wheel studs and surfaces ONLY. Beginning with 2011 model year vehicles, put a light coating of grease, GM P/N 1051344 (in Canada, P/N 9930370), on the inner surface of the wheel pilot hole to prevent wheel seizure to the axle or bearing hub. Wheel Stud and Lug Nut Damage Always inspect the wheel studs and lug nuts for signs of damage from crossthreading or abuse. You should never have to force wheel nuts down the stud. Lug nuts that are damaged may not retain properly, yet give the impression of fully tightening. Always inspect and replace any component suspected of damage. Tip Always start wheel nuts by hand! Be certain that all wheel nut threads have been engaged BEFORE tightening the nut. Important If the vehicle has directional tread tires, verify the directional arrow on the outboard side of the tire is pointing in the direction of forward rotation. Wheel Nut Tightening and Torque Improper wheel nut tightening can lead to brake pulsation and rotor damage. In order to avoid additional brake repairs, evenly tighten the wheel nuts to the proper torque specification as shown for each vehicle in SI. Always observe the proper wheel nut tightening sequence as shown below in order to avoid trapping the wheel on the wheel stud threads or clamping the wheel slightly off center resulting in vibration. The Most Important Service You Provide While the above information is well known, and wheel removal so common, technicians run the risk of becoming complacent on this very important Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 06-03-10-010A > Jun > 10 > Wheels - Changing Procedures/Precautions > Page 1555 service operation. A simple distraction or time constraint that rushes the job may result in personal injury if the greatest of care is not exercised. Make it a habit to double check your work and to always side with caution when installing wheels. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 04-03-10-012B > Feb > 08 > Wheels - Chrome Wheel Brake Dust Accumulation/Pitting Wheels: All Technical Service Bulletins Wheels - Chrome Wheel Brake Dust Accumulation/Pitting Bulletin No.: 04-03-10-012B Date: February 01, 2008 INFORMATION Subject: Pitting and Brake Dust on Chrome wheels Models: 2008 and Prior GM Passenger Cars and Trucks (including Saturn) 2008 and Prior HUMMER H2, H3 2005-2008 Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 04-03-10-012A (Section 03 - Suspension). Analysis of Returned Wheels Chrome wheels returned under the New Vehicle Limited Warranty for pitting concerns have recently been evaluated. This condition is usually most severe in the vent (or window) area of the front wheels. This "pitting" may actually be brake dust that has been allowed to accumulate on the wheel. The longer this accumulation builds up, the more difficult it is to remove. Cleaning the Wheels In all cases, the returned wheels could be cleaned to their original condition using GM Vehicle Care Cleaner Wax, P/N 12377966 (in Canada, P/N 10952905). When using this product, you should confine your treatment to the areas of the wheel that show evidence of the brake dust build-up. This product is only for use on chromed steel or chromed aluminum wheels. Parts Information Warranty Information Wheel replacement for this condition is NOT applicable under the terms of the New Vehicle Limited Warranty. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 99-03-10-102 > Jun > 99 > Warranty - OE Chrome Plated Aluminum Wheel ID Wheels: All Technical Service Bulletins Warranty - OE Chrome Plated Aluminum Wheel ID File In Section: 03 - Suspension Bulletin No.: 99-03-10-102 Date: June, 1999 INFORMATION Subject: Original Equipment Chrome Plated Aluminum Wheel Identification Models: 1999 and Prior Passenger Cars and Light Duty Trucks Chrome plated aluminum wheels have been returned to the Warranty Parts Center that are not the original equipment (OE) components. Original equipment chrome plated aluminum wheels can be identified by either a balance weight clip retention groove (1) or a step (2) that is machined around both of the wheel's rim flanges. The rim flanges (3) of painted original equipment aluminum wheels do not have a groove or a step. Chrome plated aluminum wheels that do not have the wheel rim flange groove or step are aftermarket chrome plated components and are NOT warrantable. Any aftermarket chrome wheels received by the Warranty Parts Center will be charged back to the dealership. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 72-05-05 > Aug > 97 > Warranty - Guidelines for Using E0420 Wheel Replace Wheels: All Technical Service Bulletins Warranty - Guidelines for Using E0420 Wheel Replace File In Section: Warranty Administration Bulletin No.: 72-05-05 Date: August, 1997 WARRANTY ADMINISTRATION Subject: Guidelines for Using EO42O Wheel Replace Models: 1989-98 Passenger Cars and Light Duty Trucks The purpose of this bulletin is to provide service personnel with guidelines for using the above subject labor operation. Effective with repair orders dated on or after September 1, 1997, dealers are to be guided by the following: ^ Aluminum Wheels (including chrome plated) with Porosity - Wheels that exhibit porosity should be repaired as described in the vehicle service manual. Wheels should not be replaced without wholesale approval. ^ Aluminum Wheels (except chrome plated) with a "Finish Defect" - Wheels that exhibit a defect in the finish, (i.e., discoloration or surface degradation) should be refinished as described in the Corporate Service Bulletin Number 53-17-03A released in May, 1996. ^ Chrome Wheels - Wheels that are chromed and found to have a finish defect can only be replaced. ^ Aluminum and chrome wheels replaced under warranty will be subject to random part review and inspection. Those wheels inspected and found not to be defective and/or should have been repaired, will be subject to charge back. Wheels damaged by normal wear, road hazards, car wash brushes, or other physical or chemical damage are not eligible for warranty coverage. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 531703A > May > 96 > Aluminum Wheels - Refinishing Technical Service Bulletin # 531703A Date: 960501 Aluminum Wheels - Refinishing File In Section: 10 - Body Bulletin No.: 53-17-03A Date: May, 1996 INFORMATION Subject: Aluminum Wheel Refinishing Models: 1991-96 Passenger Cars and Trucks This bulletin is being revised to delete the 1990 model year and add the 1996 model year. Please discard Corporate Bulletin Number 53-17-03 (Section 10 - Body). This bulletin supersedes and cancels all previous service bulletins concerning the refinishing of aluminum wheels. The purpose of this service bulletin is to assist dealerships in repairing the discoloration or surface degradation that has occurred on styled aluminum wheels. This bulletin provides NEW PROCEDURES AND SPECIFIC MATERIALS for the refinishing of painted aluminum wheels or aluminum wheels with discoloration or surface degradation. Important: THE RE-MACHINING OF ALUMINUM WHEELS IS NOT RECOMMENDED. THE RE-CLEAR COATING OF ALUMINUM WHEELS IS NO LONGER RECOMMENDED DUE TO CONCERNS OF REPAIR DURABILITY The new procedure requires the wheel surface be plastic media blasted to remove old paint or clear coat. CHEMICAL STRIPPERS ARE NOT RECOMMENDED. Material Required System 1: DuPont Products 3939-S Cleaning Solvent 615/616 Etching Primer URO 5000 Primer Surfacer IMRON 6000 Basecoat 3440-S IMRON Clear System 2: PPG Products DX533 Aluminum Cleaner DX503 Aluminum Conditioner DP Epoxy Primer Deltron Basecoat (DBC) Concept 2001 Clear Acrylic Urethane System 3: Spies Hecker Permahyd Silicone Remover 7090 Permahyd 1:1 Primer 4070 Permahyd 2:1 Surfacer 5080 Permahyd Base Coat Series 280/285 Permahyd H.S. Clearcoat 8060 Color Selection If the wheels being painted were previously clearcoated aluminum, we would recommend using Corsican SILVER WAEQ9283 for a fine "aluminum-like" look or Sparkle SILVER WA9967 for a very bright look. As an option to the customer, you may also use body color. For color Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 531703A > May > 96 > Aluminum Wheels - Refinishing > Page 1572 selection and verification, refer to your paint manufacturer's color book. On wheels that were previous clearcoated aluminum it is recommended that all four wheels and their center caps be refinished to maintain color uniformity. Important: THE PRODUCTS LISTED MUST BE USED AS A SYSTEM. DO NOT MIX OTHER MANUFACTURERS' PRODUCT LINES WITH THE REQUIRED MATERIALS. PRODUCTS LISTED IN THIS BULLETIN HAVE SHOWN THE REQUIRED REPAIR DURABILITY, AND CURRENTLY ARE THE ONLY PAINT SYSTEMS THAT MEET GM SPECIFICATION 4350M-A336. Procedures 1. Remove wheels from vehicle. Tires may remain mounted on wheels. 2. Remove balance weights and mark their location on tire. 3. Wipe excess grease, etc. from wheels with wax and grease remover. 4. Have wheels plastic media blasted to remove clearcoat. FOR FURTHER INFORMATION ON MEDIA BLASTING IN YOUR AREA, CALL US TECHNOLOGIES INC., CONTACT DAVE ROSENBURG AT 1-800-634-9185. Caution: IT IS MANDATORY THAT ADEQUATE RESPIRATORY PROTECTION BE WORN. EXAMPLES OF SUCH PROTECTION ARE: AIR LINE RESPIRATORS WITH FULL HOOD OR HALF MASK. IF NOT AVAILABLE, USE A VAPOR/PARTICULATE RESPIRATOR THAT RESPIRATOR MANUFACTURER RECOMMENDS AS EFFECTIVE FOR ISOCYANATE VAPOR AND MISTS (UNLESS LOCAL REGULATIONS PREVAIL). 5. Painting Process a. Refer to Attachments 1-3 for each System's individual formula and process. b. After following the specific System's individual formula and process, follow these steps: 6. Unmask wheels. 7. Clean all wheel mounting surface of any corrosion, overspray, or dirt. 8. Install new coated balance weights, at marked locations. 9. Replace wheels on vehicle. 10. USE A TORQUE STICK ON AN IMPACT WRENCH, OR A TORQUE WRENCH TO CONSISTENTLY AND UNIFORMLY FASTEN THE WHEEL TO THE SPECIFIED TORQUE FOR THE VEHICLE. THE STAR PATTERN MUST BE FOLLOWED. Important: TORQUE STICKS MUST BE USED ANY TIME AN IMPACT WRENCH IS USED TO TIGHTEN WHEEL NUTS. Warranty Information For vehicles repaired under warranty, use as shown. Attachment 1 - DuPont Products Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 531703A > May > 96 > Aluminum Wheels - Refinishing > Page 1573 Painting Process System: Dupont Products Paint Color Information: Corsican Silver WA EQ9283 Dupont # C9143, Sparkle Silver WA9967 Dupont # C9339 1. Wipe wheel with cleaning solvent: 3939-S, 3949-S or 3900-S. 2. Mask off tires. Important: 3. Mask off all wheel mounting surfaces and wheel mount surfaces. 4. Apply two coats of 615/616-S etching primer to wheel allowing 10 minutes flash between coats. Allow to dry for 30 minutes before applying primer coat. 5. Apply URO 5000 primer 1220/193-S + accelerator 389-S using two coats at 65-70 PSI at the gun. Allow 12-15 minutes between coats. Force bake 30 minutes at 140°F (60°C). 6. Scuff sand using green Scotch-Brite pad. 7. Solvent wipe before top coating. 8. Apply IMRON 6000 base coat to wheel. 2-3 coats to hiding at 60-70 PSI allowing to flash between coats. Base coat needs to dry 20-30 minutes before clearcoat is applied. 9. Apply 3440-S clearcoat to wheel using two coats at 60-70 PSI. Flash 10-15 minutes between coats. 389-S can be used in basecoat and clearcoat to give faster set up times. 10. Allow overnight dry before reassemble. Can be baked for 30 minutes at 140°F (60°C). Attachment 2 - PPG Products Painting Process: PPG System Paint Color Information: Corsican Silver WAEQ9283; PPG # DBC-3531, Sparkle Silver WA9967; PPG # 35367 1. Wash entire wheel with aluminum cleaner DX533, mix 1:3 with water. Allow to react 2-3 minutes and rinse thoroughly. 2. Wash entire wheel with aluminum conditioner DX5O3 straight from the container. Allow to react 2-3 minutes until pale gold or tan color develops. Rinse thoroughly and dry. 3. Mask off tires. Important: 4. Mask off all wheel nut mounting surfaces and wheel mounting surfaces. 5. Apply 1-2 coats of DP Primer and allow to flash for 15-20 minutes. 6. Apply 2-3 coats of Deltron Basecoat (DBC) and allow to flash 20 minutes after the final coat. 7. Apply two (2) wet coats of Concept 2001 Acrylic urethane. 8. Flash 20 minutes and bake 140°F (60°C) for 30 minutes. For more information contact your PPG Jobber. Attachment 3 - Spies Hecker Painting Process: Spies Hecker System Paint Color Information: Corsican Silver AWEQ9283; SH-72913, Sparkle Silver WA9967; SH-71912 1. Clean with Permahyd Silicone Remover 7090. 2. Mask off tires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 531703A > May > 96 > Aluminum Wheels - Refinishing > Page 1574 Important: 3. Mask off all wheel nut mounting surfaces and wheel mounting surfaces. 4. Apply 1-1/2 coats of Permahyd 1:1 Primer 4070. Mix 1:1 with Permahyd Hardener 3070 as per TDS. 5. Allow to flash for 30 minutes. 6. Apply two (2) coats of Permahyd 2:1 Surfacer 5080. Mix 2:1 with Permahyd Hardener 3071 as per TDS. 7. Bake for 60 minutes at 140°F (60°C) or allow to flash for 3 hours at 68°F (20°C). 8. Apply Permahyd Base Coat Series 280/285 as per TDS. 9. Allow to flash 10 to 15 minutes. 10. Apply 1 to 2 coats of Permacron High Solid Clear Coat 8060 as per TDS. 11. Allow to flash 10 minutes. Then bake at 140°F (60°C) for 40 minutes. For more information, contact your SPIES HECKER Jobber. We believe these sources and their products to be reliable. There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or equipment from these firms or for any such items which may be available from other sources. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Bearing > Component Information > Specifications Wheel Bearing: Specifications Front Suspension Hub and Bearing Assembly to Steering Knuckle Bolts ........................................................................................................................ 95 Nm (70 ft. lbs.) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Bearing > Component Information > Service and Repair > Front Wheel Bearing Removal and Installation Wheel Bearing: Service and Repair Front Wheel Bearing Removal and Installation FRONT WHEEL BEARINGS AND/OR HUB Fig. 2 Modified Outer Seal Protector Fig. 3 Removing And Installing Shaft Nut REMOVAL 1. Raise and support vehicle. 2. Remove tire and wheel assembly, then install modified outer seal protector No. J 34754 or equivalent, Fig. 2. 3. Insert a drift punch through the rotor, Fig. 3 , then remove axle shaft nut and washer. 4. Remove ball joint, then using tool No. J-28733-A, or equivalent, disengage axle from hub and bearing assembly. 5. On all models, move axle shaft inward, then remove caliper attaching bolts and support caliper. 6. Remove brake rotor, then hub and bearing assembly attaching bolts. 7. Remove hub and bearing assembly. INSTALLATION 1. Install hub and bearing assembly, tighten attaching bolts to specification. 2. Install hub and bearing seal, then the brake rotor. 3. Install caliper, tighten attaching bolts to specification. 4. Move axle shaft outward, then insert drift punch through rotor, Fig. 3. 5. Install washer and new shaft nut, tighten shaft nut to specification. 6. Install ball joint, then remove drift punch and seal protector. 7. Install tire and wheel assembly, then lower vehicle. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Bearing > Component Information > Service and Repair > Front Wheel Bearing Removal and Installation > Page 1580 Wheel Bearing: Service and Repair Rear REAR HUB AND/OR BEARINGS 1. Raise and support vehicle, then remove wheel and tire assembly and brake drum. CAUTION: Do not hammer brake drum since damage to bearing may result. 2. Remove four hub/bearing assembly to rear axle attaching bolts, then the hub/bearing assembly from axle. NOTE: The upper rear hub attaching bolt may not clear brake shoe when removing hub and bearing assembly. Partially remove hub and bearing assembly prior to removing this bolt. 3. Reverse procedure to install. Torque hub attaching bolts to specification. CAUTION: Use care not to drop hub/bearing assembly since damage to bearing may result. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Hub > Axle Nut > Component Information > Specifications Axle Nut: Specifications Component .......................................................................................................................................... ....................................................... Torque/Ft. Lbs. Axle Nut ............................................................................................................................................... ............................................................................ 184 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Fastener > Component Information > Technical Service Bulletins > Customer Interest for Wheel Fastener: > 01-03-10-009A > Jul > 04 > Wheels - Plastic Wheel Nut Covers Loose/Missing Wheel Fastener: Customer Interest Wheels - Plastic Wheel Nut Covers Loose/Missing Bulletin No.: 01-03-10-009A Date: July 27, 2004 TECHNICAL Subject: Plastic Wheel Nut Covers Missing and/or Loose (Replace Missing Covers and Add Sealant to All Covers) Models: 2005 and All Prior Passenger Cars (Except All Cadillac Models and Pontiac GTO) with Plastic Wheel Nut Covers Supercede: This bulletin is being revised to add additional models years. Please discard Corporate Bulletin Number 01-03-10-009. Condition Some customers may comment that the plastic wheel nut covers are missing and/or loose. Correction Important: ^ DO NOT USE a silicone-based adhesive. ^ Do not apply the *permatex(R) around the threads in a circular pattern. ^ Apply a single bead across the threads approximately 10 mm (0.4 in) in length, 5 mm (0.2 in) in height and 5 mm (0.2 in) in width. Replace any missing plastic wheel nut covers with the appropriate covers and apply Permatex(R) # 2 Form A Gasket Sealant(R) to the threads of all the plastic wheel nut covers. Tighten finger tight plus a 1/4 turn with a hand wrench. *We believe this source and their products to be reliable. There may be additional manufacturers of such material. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any other such items which may be available from other sources. Permatex(R) # 2 Form A Gasket Sealant(R) part numbers (available at your local parts supplier) ^ P/N 80009 (2A/2AR) - 44 ml (1.5 oz) tube boxed ^ P/N 80015 (2AR) - 44 ml (1.5 oz) tube carded ^ P/N 80010 (2B/2BR) - 89 ml (3 oz) tube boxed ^ P/N 80016 (2BR) - 89 ml (3 oz) tube carded ^ P/N 80011 (2C) - 325 ml (11 oz) tube boxed Warranty Information For vehicles repaired under warranty, use the table. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Fastener > Component Information > Technical Service Bulletins > Customer Interest for Wheel Fastener: > 01-03-10-009A > Jul > 04 > Wheels - Plastic Wheel Nut Covers Loose/Missing > Page 1593 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Fastener > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheel Fastener: > 01-03-10-009A > Jul > 04 > Wheels - Plastic Wheel Nut Covers Loose/Missing Wheel Fastener: All Technical Service Bulletins Wheels - Plastic Wheel Nut Covers Loose/Missing Bulletin No.: 01-03-10-009A Date: July 27, 2004 TECHNICAL Subject: Plastic Wheel Nut Covers Missing and/or Loose (Replace Missing Covers and Add Sealant to All Covers) Models: 2005 and All Prior Passenger Cars (Except All Cadillac Models and Pontiac GTO) with Plastic Wheel Nut Covers Supercede: This bulletin is being revised to add additional models years. Please discard Corporate Bulletin Number 01-03-10-009. Condition Some customers may comment that the plastic wheel nut covers are missing and/or loose. Correction Important: ^ DO NOT USE a silicone-based adhesive. ^ Do not apply the *permatex(R) around the threads in a circular pattern. ^ Apply a single bead across the threads approximately 10 mm (0.4 in) in length, 5 mm (0.2 in) in height and 5 mm (0.2 in) in width. Replace any missing plastic wheel nut covers with the appropriate covers and apply Permatex(R) # 2 Form A Gasket Sealant(R) to the threads of all the plastic wheel nut covers. Tighten finger tight plus a 1/4 turn with a hand wrench. *We believe this source and their products to be reliable. There may be additional manufacturers of such material. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any other such items which may be available from other sources. Permatex(R) # 2 Form A Gasket Sealant(R) part numbers (available at your local parts supplier) ^ P/N 80009 (2A/2AR) - 44 ml (1.5 oz) tube boxed ^ P/N 80015 (2AR) - 44 ml (1.5 oz) tube carded ^ P/N 80010 (2B/2BR) - 89 ml (3 oz) tube boxed ^ P/N 80016 (2BR) - 89 ml (3 oz) tube carded ^ P/N 80011 (2C) - 325 ml (11 oz) tube boxed Warranty Information For vehicles repaired under warranty, use the table. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Fastener > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wheel Fastener: > 01-03-10-009A > Jul > 04 > Wheels - Plastic Wheel Nut Covers Loose/Missing > Page 1599 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Fastener > Component Information > Specifications > Front Suspension Wheel Fastener: Specifications Front Suspension FRONT SUSPENSION Component .......................................................................................................................................... ....................................................... Torque/Ft. Lbs. Ball Joint To Knuckle ........................................................................................................................... ........................................................................ 41-50 Caliper Bolts ..................................................... .............................................................................................................................................................. ... 38 Control Arm Pivot Bolt ................................................................................................................ ...................................................................................... 61 Hub & Bearing Assembly ......................... .............................................................................................................................................................. ........... 70 Hub Nut .............................................................................................................................. .............................................................................................. 185 Inner Tie Rod End Bolts ................ .............................................................................................................................................................. ...................... 65 Power Coupling To Steering Column ...................................................................... .......................................................................................................... 30 Power Coupling To Stub Shaft .................................................................................................................................................... ....................................... 30 Power Rack & Pinion Mounts ................................................................. ........................................................................................................................... 22 Power Steering Return Lines ........................................................................................................................................ ...................................................... 19 Stabilizer Shaft To Control Arm ............................................... ......................................................................................................................................... 13 Stabilizer To Support Assembly .......................................................................................................................... ............................................................... 16 Steering Knuckle To Strut Assembly .............................. ................................................................................................................................................. 133 Strut Assembly To Body ...................................................................................................................... .............................................................................. 18 Strut Cartridge Retaining Nut .......................... .............................................................................................................................................................. ..... 65 Suspension Support Assembly ................................................................................................. ........................................................................................ [01] Tie Rod Pinch Bolts ............................................................................................................................. .............................................................................. 41 Tie Rod To Steering Knuckle ........................... .............................................................................................................................................................. ... 37 Tie Rod To Strut ......................................................................................................................... ....................................................................................... 37 Wheel Lug Nuts ...................................... .............................................................................................................................................................. ........... 100 [01] -- Torque suspension support assembly center bolts to 66 ft. lbs.; then front bolts to 65 ft. lbs.; then rear bolts to 65 ft. lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Fastener > Component Information > Specifications > Front Suspension > Page 1602 Wheel Fastener: Specifications Rear Suspension REAR SUSPENSION Component .......................................................................................................................................... ....................................................... Torque/Ft. Lbs. Axle To Body Bracket .......................................................................................................................... ............................................................................. 68 Brake Line Bracket To Axle .............................. .............................................................................................................................................................. .. 11 Brake Line Bracket To Frame ...................................................................................................... ........................................................................................ 8 Hub & Bearing Assembly ......................... .............................................................................................................................................................. ........... 37 Shock Absorber Bolt At Axle .............................................................................................. .............................................................................................. 35 Shock Absorber Mount To Body ...... .............................................................................................................................................................. ................... 13 Shock Absorber To Mount .......................................................................................... ....................................................................................................... 21 Stabilizer Shaft Clamp Bolts At Axle ...................................................................................................................................................... ........................... 13 Stabilizer Shaft Clamp Nuts ................................................................................ ............................................................................................................... 16 Wheel Lug Nuts .............. .............................................................................................................................................................. ................................... 100 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Compression Check > System Information > Specifications Compression Check: Specifications The lowest reading cylinder should not be less than 70% of the highest and no cylinder reading should be less than 689 kPa (100 psi). Perform compression test with engine at normal operating temperature, spark plugs removed and throttle wide open. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Camshaft, Lifters and Push Rods > Camshaft, Engine > Component Information > Specifications > Camshaft Journal & Lifter Specs Camshaft: Specifications Camshaft Journal & Lifter Specs Engine Liter/VIN .................................................................................................................................. .................................................................... 3.1L/T All Measurements Given In Inches Unless Otherwise Specified Camshaft Journal Diameter ................................................................................................................. ............................................................................ [03] Camshaft Bearing Clearance .......................... ................................................................................................................................................. 0.0010-0.0040 [03] Journals 1 & 4, 2.009-2.011 inches] journals 2 & 3, 1.999-2.001 inches. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Camshaft, Lifters and Push Rods > Camshaft, Engine > Component Information > Specifications > Camshaft Journal & Lifter Specs > Page 1613 Camshaft: Specifications Camshaft Lift Specs Intake ................................................................................................................................................... ........................................................................ 0.2626 Exhaust ................................................................................................................................................ ........................................................................ 0.2732 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Camshaft, Lifters and Push Rods > Camshaft, Engine > Component Information > Specifications > Page 1614 Camshaft: Service and Repair 1. Remove engine from vehicle. Refer to Engine / Service and Repair. See: Service and Repair 2. Remove valve lifters. Refer to Lifter, Valve / Service and Repair. See: Lifter / Lash Adjuster/Service and Repair 3. Remove crankcase front cover. Refer to Timing Components / Timing Cover / Service and Repair. See: Timing Components/Timing Cover/Service and Repair 4. Remove fuel pump and pushrod, then the timing chain and sprocket. Refer to Timing Components / Timing Chain / Service and Repair. See: Timing Components/Timing Chain/Service and Repair 5. Remove camshaft. Use caution not to damage bearings during camshaft removal. 6. Reverse procedure to install. Coat camshaft lobes with GM EOS 1052367 or other suitable lubricant before installation. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Camshaft, Lifters and Push Rods > Lifter / Lash Adjuster, Valve > Component Information > Service and Repair Lifter / Lash Adjuster: Service and Repair 1. Remove intake manifold. Refer to Intake Manifold. 2. Remove valve mechanism, then the valve lifters. 3. Install valve lifters. When installing new lifters, coat foot of valve lifters with Molykote or equivalent, ensuring lifter foot is convex. 4. Install intake manifold. Refer to Intake Manifold. 5. Install and adjust valve mechanism. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Camshaft, Lifters and Push Rods > Rocker Arm Assembly > Component Information > Adjustments Rocker Arm Assembly: Adjustments Vehicles are equipped with a non-adjustable rocker arm studs. If valve reconditioning is required, the non-adjustable rocker arm stud must be replaced with an adjustable rocker arm stud and the following procedure must be performed. 1. Remove rocker arm covers. 2. Crank engine until mark on torsional damper lines up with O mark on timing tab. The engine should also be in the No. 1 firing position. This can be determined by placing fingers on No. 1 rocker arms as mark on damper approaches O mark. 3. If valves are not moving, engine is in No. 1 firing position. If valves move as the mark comes up to the timing tab, engine is in No. 4 firing position and should be rotated one revolution to reach No. 1 position. 4. With engine in No. 1 firing position, adjust exhaust valves 1, 2 and 3 and intake valves 1, 5 and 6, as follows: a. Back out adjusting nut until lash is felt at pushrod, then turn in adjusting nut until all lash is removed. b. When lash has been removed, turn adjusting nut in additional 1 1/2 turns to center lifter plunger. 5. Crank engine one revolution until timing tab O mark and torsional damper mark are again in alignment. 6. With the engine in this, the No. 4 firing position. adjust exhaust valves 4, 5 and 6 and intake valves 2, 3 and 4 as previously described. 7. Install rocker arm covers, then start engine and check timing and idle speed. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Connecting Rod Bearing > Component Information > Service and Repair Connecting Rod Bearing: Service and Repair Main and rod bearing are available in standard sizes and undersizes. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Connecting Rod, Engine > Component Information > Specifications Connecting Rod: Specifications Torque Specification 39 ft.lb Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Crankshaft Main Bearing > Component Information > Service and Repair Crankshaft Main Bearing: Service and Repair Main and rod bearing are available in standard sizes and undersizes. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Crankshaft, Engine > Component Information > Specifications > Main Bearing Torque Specifications Crankshaft: Specifications Main Bearing Cap Main Bearing Cap Torque Specification 63-83 ft.lb Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Crankshaft, Engine > Component Information > Specifications > Main Bearing Torque Specifications > Page 1635 Crankshaft: Specifications Crankshaft Dimensions Engine Liter/VIN .................................................................................................................................. .................................................................... 3.1L/T All Measurements Given In Inches Unless Otherwise Specified Crankshaft Standard Journal Diameter Main Bearing ....................................................................................................................................... ................................................. 2.6473-2.6483 Crank Pin ................................................................... ........................................................................................................................... 1.9983-1.9994 Out of Round All [01] ........................................................................................................................... ................................................................ 0.0002 Taper All [01] .......................................................... .............................................................................................................................................. 0.0002 Bearing Clearance Main Bearings ...................................................................................................................................... ..................................................... 0.0012-0.0030 Connecting Rod Bearings ..................................... .................................................................................................................................... 0.0011-0.0037 Thrust Bearing Clearance .................................................................................................................... .................................................... 0.0012-0.0030 Connecting Rod Side Clearance ......................................................................................................... ............................................................ 0.0071-0.0173 [01] Maximum. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston, Engine > Component Information > Specifications Piston: Specifications Engine Liter/VIN .................................................................................................................................. .................................................................... 3.1L/T All Measurements Given In Inches Unless Otherwise Specified Piston Diameter (Std.) ......................................................................................................................... ............................................................ 3.5026-3.5037 Piston Clearance ............................................ ................................................................................................................................................. 0.0009-0.0027 Piston Pin Diameter [01] .............................................................................................. ................................................................................... 0.9052-0.9054 Piston Pin To Piston Clearance .............................................................................................................................................................. ......... 0.0004-0.0010 Piston Ring End Gap [02] Comp. .................................................................................................................................................. ....................................................................... [16] Oil ......................................................................... .................................................................................................................................................... 0.008 Piston Ring Side Clearance Comp. .................................................................................................................................................. ....................................................... 0.0016-0.0035 Oil ........................................................................ ....................................................................................................................................... 0.0020-0.0080 [01] Pistons & pins are matched set & should be replaced as an assembly. [02] Maximum. [16] Top ring, 0.010 inch] 2nd ring, 0.028 inch. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston, Engine > Component Information > Service and Repair > Oversize Availability Piston: Service and Repair Oversize Availability Pistons and rings are available in standard and oversize. Piston pins are available in standard size only. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston, Engine > Component Information > Service and Repair > Oversize Availability > Page 1641 Piston: Service and Repair Piston Measurements and Replacement Fig. 7 Piston & Rod Assembly There is a machined hole or cast notch in the top of all pistons. The piston assemblies should always be installed with the hole or notch toward front of engine, Fig. 7. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston Pin, Engine > Component Information > Service and Repair Piston Pin: Service and Repair Fig. 7 Piston & Rod Assembly There is a machined hole or cast notch in the top of all pistons. The piston assemblies should always be installed with the hole or notch toward front of engine, Fig. 7. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston Ring, Engine > Component Information > Service and Repair Piston Ring: Service and Repair Pistons and rings are available in standard and oversize. Piston pins are available in standard size only. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Valve Clearance > System Information > Specifications > Valve Clearance Specifications Valve Clearance: Specifications Valve Clearance Specifications Vehicles are equipped with a non-adjustable rocker arm studs. If valve reconditioning is required, the non-adjustable rocker arm stud must be replaced with an adjustable rocker arm stud and the following procedure must be performed. 1. Remove rocker arm covers. 2. Crank engine until mark on torsional damper lines up with O mark on timing tab. The engine should also be in the No. 1 firing position. This can be determined by placing fingers on No. 1 rocker arms as mark on damper approaches O mark. 3. If valves are not moving, engine is in No. 1 firing position. If valves move as the mark comes up to the timing tab, engine is in No. 4 firing position and should be rotated one revolution to reach No. 1 position. 4. With engine in No. 1 firing position, adjust exhaust valves 1, 2 and 3 and intake valves 1, 5 and 6, as follows: a. Back out adjusting nut until lash is felt at pushrod, then turn in adjusting nut until all lash is removed. b. When lash has been removed, turn adjusting nut in additional 1 1/2 turns to center lifter plunger. 5. Crank engine one revolution until timing tab O mark and torsional damper mark are again in alignment. 6. With the engine in this, the No. 4 firing position. adjust exhaust valves 4, 5 and 6 and intake valves 2, 3 and 4 as previously described. 7. Install rocker arm covers, then start engine and check timing and idle speed. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Valve Clearance > System Information > Specifications > Valve Clearance Specifications > Page 1653 Valve Clearance: Specifications Valve Arrangement FRONT TO REAR Right .................................................................................................................................................... ........................................................... E-I-E-I-I-E Left ......................................................................... ......................................................................................................................................... E-I-I-E-I-E Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Valve Clearance > System Information > Specifications > Page 1654 Valve Clearance: Adjustments Vehicles are equipped with a non-adjustable rocker arm studs. If valve reconditioning is required, the non-adjustable rocker arm stud must be replaced with an adjustable rocker arm stud and the following procedure must be performed. 1. Remove rocker arm covers. 2. Crank engine until mark on torsional damper lines up with O mark on timing tab. The engine should also be in the No. 1 firing position. This can be determined by placing fingers on No. 1 rocker arms as mark on damper approaches O mark. 3. If valves are not moving, engine is in No. 1 firing position. If valves move as the mark comes up to the timing tab, engine is in No. 4 firing position and should be rotated one revolution to reach No. 1 position. 4. With engine in No. 1 firing position, adjust exhaust valves 1, 2 and 3 and intake valves 1, 5 and 6, as follows: a. Back out adjusting nut until lash is felt at pushrod, then turn in adjusting nut until all lash is removed. b. When lash has been removed, turn adjusting nut in additional 1 1/2 turns to center lifter plunger. 5. Crank engine one revolution until timing tab O mark and torsional damper mark are again in alignment. 6. With the engine in this, the No. 4 firing position. adjust exhaust valves 4, 5 and 6 and intake valves 2, 3 and 4 as previously described. 7. Install rocker arm covers, then start engine and check timing and idle speed. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Fuel Pressure Release > System Information > Service and Repair Fuel Pressure Release: Service and Repair WARNING: To reduce the risk of fire and personal injury, it is necessary to relieve the fuel system pressure before servicing fuel system components. After relieving system pressure, a small amount of fuel may be released when servicing fuel lines or connections. In order to reduce the chance of personal injury, cover fuel line fittings with a shop towel before disconnecting, to catch any fuel that may leak out. Place the towel in an approved container when disconnect is completed. When servicing the fuel system use the following precautions: a. Put a "CAUTION FLAMMABLE" sign in the workshop. b. Be sure shop is supplied with an adequate fire extinguisher. c. Be sure to disconnect the negative battery cable before any service work is done. d. Use a suitable container to catch any fuel that may leak from system during service. e. Always relieve fuel system pressure before disconnecting any lines. f. If the key must be turned "ON" while servicing fuel system, always disconnect or disable ignition, to insure no sparks occur near fuel vapors. PROCEDURE: Tool required: J34730-1 Fuel Pressure Gauge or equivalent. 1. Disconnect the negative battery cable, to avoid fuel pump turn "ON," if an accidental attempt is made to start the engine. 2. Loosen the fuel filler cap to relieve tank vapor pressure. 3. Connect the fuel pressure gauge to the pressure connection. Wrap a shop towel around the fitting while connecting the gauge to avoid spillage. 4. Install bleed hose into an approved container and open the valve to bleed the system pressure. Fuel connections are now safe for servicing. 5. Drain any fuel remaining in the gauge into an approved container. When repair to the fuel system has been completed, START the engine and check all connections that were loosened for leaks. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Rocker Arm Assembly > Component Information > Adjustments Rocker Arm Assembly: Adjustments Vehicles are equipped with a non-adjustable rocker arm studs. If valve reconditioning is required, the non-adjustable rocker arm stud must be replaced with an adjustable rocker arm stud and the following procedure must be performed. 1. Remove rocker arm covers. 2. Crank engine until mark on torsional damper lines up with O mark on timing tab. The engine should also be in the No. 1 firing position. This can be determined by placing fingers on No. 1 rocker arms as mark on damper approaches O mark. 3. If valves are not moving, engine is in No. 1 firing position. If valves move as the mark comes up to the timing tab, engine is in No. 4 firing position and should be rotated one revolution to reach No. 1 position. 4. With engine in No. 1 firing position, adjust exhaust valves 1, 2 and 3 and intake valves 1, 5 and 6, as follows: a. Back out adjusting nut until lash is felt at pushrod, then turn in adjusting nut until all lash is removed. b. When lash has been removed, turn adjusting nut in additional 1 1/2 turns to center lifter plunger. 5. Crank engine one revolution until timing tab O mark and torsional damper mark are again in alignment. 6. With the engine in this, the No. 4 firing position. adjust exhaust valves 4, 5 and 6 and intake valves 2, 3 and 4 as previously described. 7. Install rocker arm covers, then start engine and check timing and idle speed. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Valve Cover > Component Information > Service and Repair Valve Cover: Service and Repair LEFT SIDE 1. Disconnect battery ground cable and drain cooling system. 2. Loosen bypass tube at intake, then remove rocker arm cover to air inlet attaching tube. 3. Remove rocker arm cover attaching bolts, then remove rocker arm cover. 4. Reverse procedure to install. Torque rocker arm cover attaching bolts to specifications. RIGHT SIDE 1. Disconnect battery ground cable. 2. Remove brake booster vacuum line at bracket, then remove cable bracket at plenum. 3. Remove vacuum line bracket at cable bracket, then remove lines at alternator bracket stud. 4. Remove rear alternator attaching brace, then remove serpentine belt. 5. Remove alternator attaching bolts and position alternator aside. 6. Remove PCV valve, then remove rocker arm cover attaching bolts. 7. Remove spark plug wires, then remove rocker arm cover assembly. 8. Reverse procedure to install. Torque attaching bolts to specifications. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Valve Guide > Component Information > Service and Repair Valve Guide: Service and Repair Valve guides are an integral part of the cylinder head and are not removable. If valve stem clearance becomes excessive, the valve guide should be reamed to the next oversize and the appropriate oversize valves installed. Valves are available in .003, .015 and .030 inch over sizes. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Valve Spring > Component Information > Specifications Valve Spring: Specifications Engine Liter/VIN .................................................................................................................................. .................................................................... 3.1L/T All Measurements Given In Inches Unless Otherwise Specified Free Length ......................................................................................................................................... ............................................................................ 1.91 Installed Height ............................................... .............................................................................................................................................................. 1.693 Seated Pressure Pounds @ Inches .......................................................................................... ............................................................................. 90 @ 1.701 Comp. Pressure Pounds @ Inches ... .............................................................................................................................................................. .... 215 @ 1.291 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Valve Spring > Component Information > Service and Repair > Valve Spring & Valve Stem Oil Seal Replace Valve Spring: Service and Repair Valve Spring & Valve Stem Oil Seal Replace Fig. 9 Valves, Valve Seals & Valve Springs REMOVAL 1. Disconnect battery ground cable, then remove rocker cover. 2. With engine cold, remove spark plug and clean debris from plug recess. 3. Remove rocker arm and pushrod on cylinders to be serviced. 4. Install air line adapter tool No. J 23590 or equivalent in spark plug thread and apply compressed air to hold valves in place. 5. With valve spring compressor tool compress valve spring and remove valve lock and cap, Fig. 9. 6. Remove spring, valve stem oil seal and shim. INSTALLATION 1. Install shim if required, then new valve stem oil seal. 2. Set valve spring and cap in place. 3. Using valve spring compressor tool compress valve spring. 4. Install valve locks and release compressor. Make sure locks seat properly in the upper groove of the valve stem. Grease may be used to hold the locks in place while releasing the compressor tool. 5. Install spark plug, pushrods, rocker arms and rocker cover. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Valve Spring > Component Information > Service and Repair > Valve Spring & Valve Stem Oil Seal Replace > Page 1672 Valve Spring: Service and Repair Valve Stem Oil Seal and Valve Spring Replacement REMOVAL 1. Remove rocker arm cover, then the spark plug, rocker arm and pushrod on cylinder(s) being serviced. 2. Install air line adapter tool No. J-22794 or equivalent to spark plug port and apply compressed air to hold valves in place. 3. Using valve spring compressor tool No. J-26513-A or equivalent to compress valve spring, remove valve locks, valve caps, oil seal and valve spring and damper. 4. Remove valve stem oil seal. INSTALLATION 1. Set valve spring and damper around valve guide boss. 2. Install a valve stem seal over the valve stem and valve guide base-inlet only. 3. Drop an oil seal and valve rotator over the exhaust, and a valve spring cap over the valve spring. 4. Compress spring using valve spring compressor tool No. J-26513-A or equivalent, install oil seal in lower groove of stem, ensuring seal is flat and not twisted. 5. Install valve locks and release compressor tool, ensuring locks seat properly in upper groove of valve stem. Use suitable grease as necessary to hold locks in place while releasing compressor tool. 6. Using tool J-23994 or equivalent, apply vacuum to valve cap to ensure no air leaks past seal. 7. Install spark plug, torquing to specifications. 8. Install and adjust valve mechanism. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Valve, Intake/Exhaust > Component Information > Specifications > Valve Specifications Valve: Specifications Valve Specifications Engine Liter/VIN .................................................................................................................................. .................................................................... 3.1L/T All Measurements Given In Inches Unless Otherwise Specified Stem Diameter Valve Stem Installed Height ................................................................................................................ ............................................................................ 1.71 Valve Lash Intake ................................................................................................................................................... ....................................................................... [13] Exhaust ................................................................. ...................................................................................................................................................... [13] Face Angle .......................................................................................................................................... ......................................................................... 45deg. Margin [01] ..................................................... .............................................................................................................................................................. .. [14] [01] Minimum. [13] Zero lash plus 1 1/2 turns. [14] Intake, .083 inch] Exhaust, .106 inch. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Valve, Intake/Exhaust > Component Information > Specifications > Valve Specifications > Page 1677 Valve: Specifications Valve Arrangement FRONT TO REAR Right....................................................................................................................... .................................................................................................E-I-E-I-I-E Left..................................... .............................................................................................................................................................. .......................E-I-I-E-I-E Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories > Drive Belt > Component Information > Technical Service Bulletins > Engine - Drive Belt Misalignment Diagnostics Drive Belt: Technical Service Bulletins Engine - Drive Belt Misalignment Diagnostics INFORMATION Bulletin No.: 08-06-01-008A Date: July 27, 2009 Subject: Diagnosing Accessory Drive Belt / Serpentine Belt Noise and Availability and Use of Kent-Moore EN-49228 Laser Alignment Tool - Drive Belt Models: 2010 and Prior GM Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 Vehicles 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add a model year and update the Tool Information. Please discard Corporate Bulletin Number 08-06-01-008 (Section 06 - Engine). Background Several aftermarket companies offer laser alignment tools for accessory drive systems that can be very helpful in eliminating drive belt noise as a result of misaligned pulleys. Typically pricing ranges from $160 - $200. EN-49228 Laser Alignment Tool - Drive Belt The GM Tool program has now made available a competitive, simple to use and time-saving laser tool to assist in achieving precise alignment of the drive belt pulleys. This optional tool removes the guesswork from proper pulley alignment and may serve to reduce comebacks from: - Drive Belt Noise - Accelerated Drive Belt Wear - Drive Belt Slippage Instructions The instructions below are specific only to the truck Gen IV V-8 family of engines. These instructions are only for illustrative purposes to show how the tool may be used. Universal instructions are included in the box with the Laser Alignment Tool - Drive Belt. Caution - Do not look directly into the beam projected from the laser. - Use caution when shining the laser on highly polished or reflective surfaces. Laser safety glasses help reduce laser beam glare in many circumstances. - Always use laser safety glasses when using the laser. Laser safety glasses are not designed to protect eyes from direct laser exposure. 1. Observe and mark the serpentine belt orientation. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories > Drive Belt > Component Information > Technical Service Bulletins > Engine - Drive Belt Misalignment Diagnostics > Page 1683 2. Remove the serpentine belt from the accessory drive system. 3. Install the tool onto the power steering pulley. Position the legs of the tool into the outer grooves of the pulley, farthest from the front of the engine. 4. Install the retaining cord around the pulley and to the legs of the tool. 5. Put on the laser safety glasses provided with the tool. 6. Depress the switch on the rear of the tool to activate the light beam. 7. Rotate the power steering pulley as required to project the light beam onto the crankshaft balancer pulley grooves. 8. Inspect for proper power steering pulley alignment. - If the laser beam projects onto the second rib or raised area (1), the pulleys are aligned properly. - If the laser beam projects more than one-quarter rib 0.9 mm (0.035 in) mis-alignment, adjust the position of the power steering pulley as required. - Refer to SI for Power Steering Pulley Removal and Installation procedures. 9. Install the serpentine belt to the accessory drive system in the original orientation. 10. Operate the vehicle and verify that the belt noise concern is no longer present. Tool Information Please visit the GM service tool website for pricing information or to place your order for this tool. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories > Drive Belt > Component Information > Technical Service Bulletins > Engine - Drive Belt Misalignment Diagnostics > Page 1684 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories > Drive Belt > Component Information > Technical Service Bulletins > Engine - Drive Belt Misalignment Diagnostics > Page 1685 Drive Belt: Technical Service Bulletins Engine - Serpentine Drive Belt Wear Information Bulletin No.: 04-06-01-013 Date: April 29, 2004 INFORMATION Subject: Information on Serpentine Belt Wear Models: 2004 and Prior Passenger Cars and Trucks 2003-2004 and Prior HUMMER H2 All current GM vehicles designed and manufactured in North America were assembled with serpentine belts that are made with an EPDM material and should last the life of the vehicle. It is extremely rare to observe any cracks in EPDM belts and it is not expected that they will require maintenance before 10 years or 240,000 km (150,000 mi) of use. Older style belts, which were manufactured with a chloroprene compound, may exhibit cracks depending on age. However, the onset of cracking typically signals that the belt is only about halfway through its usable life. A good rule of thumb for chloroprene-based belts is that if cracks are observed 3 mm (1/8 in) apart, ALL AROUND THE BELT, the belt may be reaching the end of its serviceable life and should be considered a candidate for changing. Small cracks spaced at greater intervals should not be considered as indicative that the belt needs changing. Any belt that exhibits chunking should be replaced. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories > Drive Belt > Component Information > Specifications > Belt Tension Specifications Drive Belt: Specifications Belt Tension Specifications Belt Tension [01] .................................................................................................................................. ........................................................................ 50-70 [01] Belt tension is controlled automatically by the belt tensioner. If belt tensioner has to operate out of its range to obtain adequate belt tension, replace belt. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories > Drive Belt > Component Information > Specifications > Belt Tension Specifications > Page 1688 Drive Belt: Specifications Engine Accessory Drive Belts POWER STEERING New lbs. ............................................................................................................................................... ..................................................................... 225-236 Used lbs. .............................................................................................................................................. ..................................................................... 112-124 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories > Drive Belt > Component Information > Specifications > Page 1689 Drive Belt: Adjustments Belt tension is maintained by a spring-loaded tensioner. No adjustment is necessary. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories > Drive Belt > Component Information > Specifications > Page 1690 Drive Belt: Service and Repair Fig. 16 Serpentine Belt Routing 1. Remove belt guard. 2. Lift or rotate tensioner using a 1/2 inch breaker bar. 3. Remove serpentine drive belt. 4. Reverse procedure to install, routing belt as shown in Fig. 16. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories > Drive Belt Tensioner > Component Information > Service and Repair Drive Belt Tensioner: Service and Repair 1. Remove serpentine belt. Refer to Drive Belts, Mounts, Brackets and Accessories / Drive Belt. See: Drive Belt/Service and Repair 2. Raise and support vehicle. 3. Remove inner splash shield, tensioner bolt and tensioner. 4. Reverse procedure to install, Torquing tensioner bolt to 35 ft. lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories > Engine Mount > Component Information > Technical Service Bulletins > Customer Interest for Engine Mount: > 436103 > May > 94 > Engine - Vibration at Idle or Clunk Noise at Launch Engine Mount: Customer Interest Engine - Vibration at Idle or Clunk Noise at Launch Group Ref.: Engine Bulletin No.: 436103 Date: May, 1994 SUBJECT: ENGINE VIBRATION AT IDLE OR CLUNK NOISE AT LAUNCH (REPLACE ENGINE MOUNT) MODELS: 1993-94 CHEVROLET CAVALIER 1993-94 PONTIAC SUNBIRD ENGINE APPLICATIONS: 2.0L (VIN H - RPO LE4) 2.2L (VIN 4 - RPO LN2) 3.1L (VIN T - RPO LHO) WITH 3T40 (MD9) AND ISUZU 5-SPEED (MK7) CONDITION: Some owners may experience engine vibration at idle or clunk noise at launch. CAUSE: Right rear engine mount sagging. CORRECTION: Inspect right rear engine mount while in vehicle for less than 5 mm gap. If gap checked in diagnosis is less than 5 mm, install the proper replacement engine mount as follows: All 2.2L (LN2) and 2.0L (LE4) use P/N 22637949. 3.1L (LHO with MD9 only) use P/N 22637950. 1. Install new engine mount and only tighten bolts finger tight to allow seating of engine. 2. Install engine mount bracket bolts only finger tight. 3. Loosen transaxle mount to transaxle mount bracket bolt and the two nuts holding the snubber block on the mount itself. 4. Block wheels. 5. Set parking brake and start engine. 6. Shift from reverse to drive several times to seat the engine and transaxle assembly. 7. Turn ignition switch to "off" position. 8. Tighten transaxle mount to transaxle mount bracket bolt. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories > Engine Mount > Component Information > Technical Service Bulletins > Customer Interest for Engine Mount: > 436103 > May > 94 > Engine - Vibration at Idle or Clunk Noise at Launch > Page 1702 9. Tighten engine mount bracket to body bolts. 10. Tighten engine mount to engine mount bracket nuts. 11. Center the snubber block on the transaxle mount (transaxle in "neutral"), then tighten the two nuts holding the snubber block to mount. Parts are expected to be available on May 2, 1994. WARRANTY INFORMATION: For vehicles repaired under warranty, use: Labor Operation: J1510 Labor Time: 0.8 hr Add: 0.2 hr (For inspection) Add: 0.2 hr (To loosen/tighten transaxle mounts) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories > Engine Mount > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Mount: > 436103 > May > 94 > Engine - Vibration at Idle or Clunk Noise at Launch Engine Mount: All Technical Service Bulletins Engine - Vibration at Idle or Clunk Noise at Launch Group Ref.: Engine Bulletin No.: 436103 Date: May, 1994 SUBJECT: ENGINE VIBRATION AT IDLE OR CLUNK NOISE AT LAUNCH (REPLACE ENGINE MOUNT) MODELS: 1993-94 CHEVROLET CAVALIER 1993-94 PONTIAC SUNBIRD ENGINE APPLICATIONS: 2.0L (VIN H - RPO LE4) 2.2L (VIN 4 - RPO LN2) 3.1L (VIN T - RPO LHO) WITH 3T40 (MD9) AND ISUZU 5-SPEED (MK7) CONDITION: Some owners may experience engine vibration at idle or clunk noise at launch. CAUSE: Right rear engine mount sagging. CORRECTION: Inspect right rear engine mount while in vehicle for less than 5 mm gap. If gap checked in diagnosis is less than 5 mm, install the proper replacement engine mount as follows: All 2.2L (LN2) and 2.0L (LE4) use P/N 22637949. 3.1L (LHO with MD9 only) use P/N 22637950. 1. Install new engine mount and only tighten bolts finger tight to allow seating of engine. 2. Install engine mount bracket bolts only finger tight. 3. Loosen transaxle mount to transaxle mount bracket bolt and the two nuts holding the snubber block on the mount itself. 4. Block wheels. 5. Set parking brake and start engine. 6. Shift from reverse to drive several times to seat the engine and transaxle assembly. 7. Turn ignition switch to "off" position. 8. Tighten transaxle mount to transaxle mount bracket bolt. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories > Engine Mount > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Mount: > 436103 > May > 94 > Engine - Vibration at Idle or Clunk Noise at Launch > Page 1708 9. Tighten engine mount bracket to body bolts. 10. Tighten engine mount to engine mount bracket nuts. 11. Center the snubber block on the transaxle mount (transaxle in "neutral"), then tighten the two nuts holding the snubber block to mount. Parts are expected to be available on May 2, 1994. WARRANTY INFORMATION: For vehicles repaired under warranty, use: Labor Operation: J1510 Labor Time: 0.8 hr Add: 0.2 hr (For inspection) Add: 0.2 hr (To loosen/tighten transaxle mounts) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories > Engine Mount > Component Information > Technical Service Bulletins > Page 1709 Engine Mount: Service and Repair Fig. 1 Front Engine Mount Fig. 2 Rear Engine Mount FRONT MOUNT 1. Disconnect battery ground cable. 2. Remove engine mount nuts, then raise and support vehicle. 3. Support engine with suitable jack. 4. Remove inner fender shield. 5. Remove and discard engine mount bolts, Fig. 1. 6. Remove engine mount from vehicle. 7. Reverse procedure to install, using new engine mount bolts. Remove alignment bolt. Refer to Fig. 1, for tightening specifications. If excessive force is required to remove alignment bolt, loosen transaxle adjusting bolts to align power train components. REAR MOUNT 1. Disconnect battery ground cable, then raise and support vehicle. 2. Support engine with suitable jack. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories > Engine Mount > Component Information > Technical Service Bulletins > Page 1710 3. Remove motor mount nuts and attaching bolts, Fig. 2. 4. Reverse procedure to install. Refer to Fig. 2, for tightening specifications. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Engine Oil Pressure > Component Information > Specifications Engine Oil Pressure: Specifications Vin T, Oil Pressure Vin T, Oil Pressure Normal Oil Pressure 50-65 psi Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Engine Oil > Component Information > Technical Service Bulletins > Engine - GM dexos 1 and dexos 2(R) Oil Specifications Engine Oil: Technical Service Bulletins Engine - GM dexos 1 and dexos 2(R) Oil Specifications INFORMATION Bulletin No.: 11-00-90-001 Date: March 14, 2011 Subject: Global Information for GM dexos1(TM) and GM dexos2(TM) Engine Oil Specifications for Spark Ignited and Diesel Engines, Available Licensed Brands, and Service Fill for Adding or Complete Oil Change Models: 2012 and Prior GM Passenger Cars and Trucks Excluding All Vehicles Equipped with Duramax(TM) Diesel Engines GM dexos 1(TM) Information Center Website Refer to the following General Motors website for dexos 1(TM) information about the different licensed brands that are currently available: http://www.gmdexos.com GM dexos 1(TM) Engine Oil Trademark and Icons The dexos(TM) specification and trademarks are exclusive to General Motors, LLC. Only those oils displaying the dexos‹›(TM) trademark and icon on the front label meet the demanding performance requirements and stringent quality standards set forth in the dexos‹›(TM) specification. Look on the front label for any of the logos shown above to identify an authorized, licensed dexos 1(TM) engine oil. GM dexos 1(TM) Engine Oil Specification Important General Motors dexos 1(TM) engine oil specification replaces the previous General Motors specifications GM6094M, GM4718M and GM-LL-A-025 for most GM gasoline engines. The oil specified for use in GM passenger cars and trucks, PRIOR to the 2011 model year remains acceptable for those previous vehicles. However, dexos 1(TM) is backward compatible and can be used in those older vehicles. In North America, starting with the 2011 model year, GM introduced dexos 1(TM) certified engine oil as a factory fill and service fill for gasoline engines. The reasons for the new engine oil specification are as follows: - To meet environmental goals such as increasing fuel efficiency and reducing engine emissions. - To promote long engine life. - To minimize the number of engine oil changes in order to help meet the goal of lessening the industry's overall dependence on crude oil. dexos 1(TM) is a GM-developed engine oil specification that has been designed to provide the following benefits: - Further improve fuel economy, to meet future corporate average fuel economy (CAFE) requirements and fuel economy retention by allowing the oil to maintain its fuel economy benefits throughout the life of the oil. - More robust formulations for added engine protection and aeration performance. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Engine Oil > Component Information > Technical Service Bulletins > Engine - GM dexos 1 and dexos 2(R) Oil Specifications > Page 1719 - Support the GM Oil Life System, thereby minimizing the replacement of engine oil, before its life has been depleted. - Reduce the duplication of requirements for a large number of internal GM engine oil specifications. International Lubricants Standardization and Approval Committee (ILSAC) GF-5 Standard In addition to GM dexos 1(TM), a new International Lubricants Standardization and Approval Committee (ILSAC) standard called GF-5, was introduced in October 2010. - There will be a corresponding API category, called: SN Resource Conserving. The current GF-4 standard was put in place in 2004 and will become obsolete in October 2011. Similar to dexos 1(TM), the GF-5 standard will use a new fuel economy test, Sequence VID, which demands a statistically significant increase in fuel economy versus the Sequence VIB test that was used for GF-4. - It is expected that all dexos 1(TM) approved oils will be capable of meeting the GF-5 standard. However, not all GF-5 engine oils will be capable of meeting the dexos 1(TM) specification. - Like dexos(TM), the new ILSAC GF-5 standard will call for more sophisticated additives. The API will begin licensing marketers during October 2010, to produce and distribute GF-5 certified products, which are expected to include SAE 0W-20, 0W-30, 5W-20, 5W-30 and 10W-30 oils. Corporate Average Fuel Economy (CAFE) Requirements Effect on Fuel Economy Since CAFE standards were first introduced in 1974, the fuel economy of cars has more than doubled, while the fuel economy of light trucks has increased by more than 50 percent. Proposed CAFE standards call for a continuation of increased fuel economy in new cars and trucks. To meet these future requirements, all aspects of vehicle operation are being looked at more critically than ever before. New technology being introduced in GM vehicles designed to increase vehicle efficiency and fuel economy include direct injection, cam phasing, turbocharging and active fuel management (AFM). The demands of these new technologies on engine oil also are taken into consideration when determining new oil specifications. AFM for example can help to achieve improved fuel economy. However alternately deactivating and activating the cylinders by not allowing the intake and exhaust valves to open contributes to additional stress on the engine oil. Another industry trend for meeting tough fuel economy mandates has been a shift toward lower viscosity oils. dexos 1(TM) will eventually be offered in several viscosity grades in accordance with engine needs: SAE 0W-20, 5W-20, 0W-30 and 5W-30. Using the right viscosity grade oil is critical for proper engine performance. Always refer to the Maintenance section of a vehicle Owner Manual for the proper viscosity grade for the engine being serviced. GM Oil Life System in Conjunction With dexos (TM) Supports Extended Oil Change Intervals To help conserve oil while maintaining engine protection, many GM vehicles are equipped with the GM Oil Life System. This system can provide oil change intervals that exceed the traditional 3,000 mile (4,830 km) recommendation. The dexos (TM) specification, with its requirements for improved oil robustness, compliments the GM Oil Life System by supporting extended oil change intervals over the lifetime of a vehicle. If all GM customers with GM Oil Life System equipped vehicles would use the system as intended, GM estimates that more than 100 million gallons of oil could be saved annually. GM dexos 2(TM) Information Center Website Refer to the following General Motors website for dexos 2(TM) information about the different licensed brands that are currently available: http://www.gmdexos.com GM dexos 2(TM) Engine Oil Trademark and Icons Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Engine Oil > Component Information > Technical Service Bulletins > Engine - GM dexos 1 and dexos 2(R) Oil Specifications > Page 1720 The dexos (TM) specification and trademarks are exclusive to General Motors, LLC. Only those oils displaying the dexos (TM) trademark and icon on the front label meet the demanding performance requirements and stringent quality standards set forth in the dexos (TM)specification. Look on the front label for any of the logos shown above to identify an authorized, licensed dexos 2(TM) engine oil. GM dexos 2(TM) Engine Oil Specification - dexos 2(TM) is approved and recommended by GM for use in Europe starting in model year 2010 vehicles, regardless of where the vehicle was manufactured. - dexos 2(TM) is the recommended service fill oil for European gasoline engines. Important The Duramax(TM) diesel engine is the exception and requires lubricants meeting specification CJ-4. - dexos 2(TM) is the recommended service fill oil for European light-duty diesel engines and replaces GM-LL-B-025 and GM-LL-A-025. - dexos 2(TM) protects diesel engines from harmful soot deposits and is designed with limits on certain chemical components to prolong catalyst life and protect expensive emission reduction systems. It is a robust oil, resisting degradation between oil changes and maintaining optimum performance longer. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Engine Oil > Component Information > Specifications > Capacity Specifications Engine Oil: Capacity Specifications Engine ................................................................................................................................................. ..............................................................................3.1L Coolant Capacity, Qts. ................................... .............................................................................................................................................................. .....13.7 Radiator Cap Relief Pressure, Lbs. ........................................................................................ ..............................................................................................15 Thermo. Opening Temp. ° F.............. .............................................................................................................................................................. ...................195 Fuel Tank Gals. ......................................................................................................... ........................................................................................................15.2 Engine Oil Refill Qts. [02] .... .............................................................................................................................................................. ...................................4 Transaxle Oil Manual Pts. .......................................................................................................................................... ..............................................................................4 Automatic Qts. .................................................... ...................................................................................................................................................[01] [04] [01] -- Approximate, make final check w/dipstick. [02] -- When changing engine oil filter additional oil is required. [04] -- Oil pan only, 4 qts.; complete overhaul, 7 qts. dry, 9 qts. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Filter, Engine > Component Information > Technical Service Bulletins > Engine - Noise/Damage Oil Filter Application Importance Oil Filter: Technical Service Bulletins Engine - Noise/Damage Oil Filter Application Importance INFORMATION Bulletin No.: 07-06-01-016B Date: July 27, 2009 Subject: Information on Internal Engine Noise or Damage After Oil Filter Replacement Models: 2010 and Prior Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being updated to add model years. Please discard Corporate Bulletin Number 07-06-01-016A (Section 06 - Engine/Propulsion System). Important Engine damage that is the result of an incorrect or improperly installed engine oil filter is not a warrantable claim. The best way to avoid oil filter quality concerns is to purchase ACDelco(R) oil filters directly from GMSPO. Oil filter misapplication may cause abnormal engine noise or internal damage. Always utilize the most recent parts information to ensure the correct part number filter is installed when replacing oil filters. Do not rely on physical dimensions alone. Counterfeit copies of name brand parts have been discovered in some aftermarket parts systems. Always ensure the parts you install are from a trusted source. Improper oil filter installation may result in catastrophic engine damage. Refer to the appropriate Service Information (SI) installation instructions when replacing any oil filter and pay particular attention to procedures for proper cartridge filter element alignment. If the diagnostics in SI (Engine Mechanical) lead to the oil filter as the cause of the internal engine noise or damage, dealers should submit a field product report. Refer to Corporate Bulletin Number 02-00-89-002I (Information for Dealers on How to Submit a Field Product Report). Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Filter, Engine > Component Information > Technical Service Bulletins > Engine - Noise/Damage Oil Filter Application Importance > Page 1727 Oil Filter: Technical Service Bulletins Parts - OE and Aftermarket Oil Filters Revised Group Ref.: Warranty Administration Bulletin No.: 420502 Date: May, 1994 WARRANTY ADMINISTRATION SUBJECT: AC ROCHESTER ENGINE OIL FILTER IDENTIFICATION MODELS: 1994 PASSENGER CARS AND TRUCKS ATTENTION: DEALER SERVICE MANAGER/WARRANTY ADMINISTRATOR The purpose of this bulletin is to notify retail/wholesale service personnel of a running change to the AC Rochester Original Equipment engine oil filters. Due to an agreement to decrease the number of GMSPO part numbers, AC Rochester will phase in a decision to make all Original Equipment engine oil filters blue; same color used on AC aftermarket engine oil filters. This means that eventually the use of black Original Equipment engine oil filters will be discontinued. For the purpose of Warranty/Policy administration, the following will assist retail/wholesale service personnel in identifying the difference between blue Original Equipment and aftermarket engine oil filters: ^ AFTERMARKET FILTER: will continue to use "AC DURAGUARD OIL FILTER" label. ^ OE FILTER: will have a black bar code, Julian date code and the letters "OE" printed on the dome of the filter. At this time, it is anticipated that all OE engine oil filters will be changed by May 1994. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Level Warning Indicator > Component Information > Description and Operation Oil Level Warning Indicator: Description and Operation DESCRIPTION This lamp illuminates to warn the driver that the engine oil level is low. When the ignition switch is first moved to Run, the oil level indicator lights for about 1 1/2 seconds as a bulb check. The oil level detection circuit has two internal timers. The first timer records the amount of time the ignition has been Off. The second timer records the amount of time the ignition has been On before the ignition was shut Off. The instrument cluster uses this information to determine if the engine has been sitting long enough for the oil to have returned to the oil pan. OPERATION The oil level monitoring circuits will check the oil level switch under the following conditions: 1. Ignition has been turned Off for more than 30 minutes. 2. Ignition has been Off for at least three minutes after ignition has been On for at least 12 minutes. If the oil level is low (oil level switch open), the "Check Oil" indicator will be turned On for the remainder of the ignition cycle. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Pan, Engine > Component Information > Service and Repair Oil Pan: Service and Repair 1. Disconnect battery ground cable. 2. Remove serpentine belt and belt tensioner. 3. Raise and support vehicle, then drain engine oil. 4. Remove starter assembly, then remove outer plastic flywheel and starter shield. 5. Remove inner metal flywheel shield. 6. Remove engine to frame mount attaching nuts. Refer to Drive Belts, Mounts, Brackets and Accessories / Engine Mount. See: Drive Belts, Mounts, Brackets and Accessories/Engine Mount/Service and Repair 7. Lower vehicle and support engine using tool No. J 28467-A or equivalent. 8. Raise and support vehicle, then remove inner fender splash shield. 9. Remove oil pan attaching nuts and bolts, then remove oil pan. 10. Reverse procedure to install. Torque attaching nuts and bolts to specifications. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Pressure Gauge > Component Information > Description and Operation Oil Pressure Gauge: Description and Operation DESCRIPTION This oil pressure indicating system incorporates an instrument voltage regulator, electrical oil pressure gauge and a sending unit which are connected in series. The sending unit consists of a diaphragm, contact and a variable resistor. OPERATION As oil pressure increases or decreases, the diaphragm actuated the contact on the variable resistor, in turn controlling current flow through the gauge. When oil pressure is low, the resistance of the variable resistor is high, restricting current flow to the gauge, in turn indicating low oil pressure. As oil pressure increases, the resistance of the variable resistor is lowered, permitting an increased current flow to the gauge, resulting in an increased gauge reading. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Pressure Gauge > Component Information > Description and Operation > Page 1737 Oil Pressure Gauge: Service and Repair Disconnect the oil pressure gauge lead from the sending unit, connect a 12 volt test lamp between the gauge lead and the ground and turn ignition on. If test lamp flashes, the instrument voltage regulator is functioning properly and the gauge circuit is not broken. If the test lamp remains lit, the instrument voltage regulator is defective and must be replaced. If the test lamp does not light, check the instrument voltage regulator for proper ground or an open circuit. Also, check for an open in the instrument voltage regulator to oil pressure gauge wire or in the gauge itself. If test lamp flashes and gauge is not accurate, the gauge may be out of calibration, requiring replacement. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Pressure Switch (For Fuel Pump) > Component Information > Locations > Fuel Pump Switch/Oil Pressure Sender/Switch Oil Pressure Switch (For Fuel Pump): Locations Fuel Pump Switch/Oil Pressure Sender/Switch RH Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Pressure Switch (For Fuel Pump) > Component Information > Locations > Fuel Pump Switch/Oil Pressure Sender/Switch > Page 1742 RH Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Pressure Switch (For Fuel Pump) > Component Information > Locations > Fuel Pump Switch/Oil Pressure Sender/Switch > Page 1743 Fuel Pump / Oil Pressure Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Pressure Switch (For Fuel Pump) > Component Information > Locations > Page 1744 Harness Connector Faces: Fuel Pump Switch/Oil Pressure Sender/Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Pump, Engine > Engine Oil Pressure > Component Information > Specifications Engine Oil Pressure: Specifications Vin T, Oil Pressure Vin T, Oil Pressure Normal Oil Pressure 50-65 psi Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Temperature Gauge > Component Information > Testing and Inspection Oil Temperature Gauge: Testing and Inspection Check for a defective wire inside the insulation which could cause system malfunction but prove "GOOD" in a continuity/voltage check with the system disconnected. These circuits may be intermittent or resistive when loaded, and if possible, should be checked by monitoring for a voltage drop with the system operational. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Intake Manifold > Component Information > Technical Service Bulletins > Engine - Intake Manifold Inspection/Replacement Intake Manifold: Technical Service Bulletins Engine - Intake Manifold Inspection/Replacement INFORMATION Bulletin No.: 00-06-01-026C Date: February 03, 2010 Subject: Intake Manifold Inspection/Replacement After Severe Internal Engine Damage Models: 2010 and Prior Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to include additional model years. Please discard Corporate Bulletin Number 00-06-01-026B (Section 06 - Engine). When replacing an engine due to internal damage, extreme care should be taken when transferring the intake manifold to the new Goodwrench service engine long block. Internal damage may result in the potential discharge of internal engine component debris in the intake manifold via broken pistons and/or bent, broken, or missing intake valves. After removing the intake manifold from the engine, the technician should carefully inspect all of the cylinder head intake ports to see if the valve heads are still present and not bent. Usually when the valve heads are missing or sufficiently bent, internal engine component debris will be present to varying degrees in the intake port of the cylinder head. If this debris is present in any of the cylinder head intake ports, the intake manifold should be replaced. This replacement is required due to the complex inlet runner and plenum configuration of most of the intake manifolds, making thorough and complete component cleaning difficult and nearly impossible to verify complete removal of debris. Re-installation of an intake manifold removed from an engine with deposits of internal engine component debris may result in the ingestion of any remaining debris into the new Goodwrench service engine. This may cause damage or potential failure of the new service engine. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Intake Manifold > Component Information > Specifications > Upper Intake Manifold Torque and Sequence Intake Manifold: Specifications Upper Intake Manifold Torque and Sequence Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Intake Manifold > Component Information > Specifications > Page 1758 Intake Manifold: Service and Repair Figure 1. Intake Manifold Installation Remove or Disconnect 1. Negative battery cable. 2. Battery. 3. Air cleaner assembly. 4. Sernentine belt. 5. Exbaust crosanver pipe. 6. EGR transfer tube from exhaust manifold. 7. Drain and recover cooling system. 8. Radiator surge tank. 9. Brake vacuum pipe at plenum. 10. Throttle cable and vacuum line bracket at plenum. 11. Power steering lines at generator bracket. 12. Rear generator brare. 13. Generator. 14. Secondary ignition wires from spark plugs and unroute. 15. Rear valve cover. 16. Disconnect and unroute electrical connections. ^ T.P. sensor. ^ I.A.C. ^ E.G.R. ^ Engine Coolant Temperature (E.C.T.) Sensor. ^ Injector wiring harness connector. 17. PCV hose and any other vacuum lines. 18. Cables at throttle body. 19. Throttle body heater hoses. Important: Relieve fuel pressure. 20. Plenum. 21. Fuel lines from fuel rail. 22. Fuel lines at bracket. 23. Power steering mounting belts (support pump aside leaving fluid lines attached). 24. Coolant bleed pipe from thermostat housitsg. 25. Heater pipe from cylinder heads, thermostat housing and coolant pump. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Intake Manifold > Component Information > Specifications > Page 1759 26. Upper radiator hose at thermostat housing. 27. Thermostat housing. 28. Remove valve cover. 29. Intake manifold. Important: Retain washers in same orientation on 4 center bolts. 30. Loosen rocker arms. 31. Pushrods. ^ Intake and exhaust pushrods are different lengths with the exhaust pushrod being the longer of the two. Intake pushrods are marked orange; and are 6 inches long; exhaust pushrods are marked blue and are 6-3/8 inches long. 32. Intake gasket. Inspect ^ Flatnest of inlet flanges. Clean ^ Gasket material from mating surfaces. ^ Excess RTV sealant from front and rear ridges of cylinder. ^ Block. ^ Sealing surfaces with degreaser. Install or Connect Figure 1. Intake Manifold Installation 1. Place a 2-3 mm head of GM RTV sealer P/N 1052917 or equivalent on each ridge where the front and rear of the intake manifold Coutact the block. 2. Intake manifold gasket. 3. Pushrods. ^ Intake pnshrods are marked orange and are 6 inches long. ^ Exhaust puabrods are marked blue and are 6 3/8 inches long. ^ Make sure pushrods seat in lifter. 4. Rocker arm nuts. Tighten ^ Rocker arm nuts to 25 Nm (18 lbs. ft.). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Intake Manifold > Component Information > Specifications > Page 1760 5. Intake manifold. Tighten ^ Intake manifold bolts in proper sequence. 6. Front valve cover. 7. Heater pipe to manifold. 8. Thermostat housing. 9. Upper radiator hose to thermostat housing. 10. Heater pipe to the cylinder heads, water pump and coolant pump. 11. Coolant bleed pipe on the thermostat housing. 12. Power steering pump. 13. Fuel lines. 14. Fuel lines at bracket. 15. Plenum. 16. Throttle body heater hoses. 17. Cables to throttle body. 18. PCV hose and any other vacuum lines. 19. Route and connect electrical connections. ^ T.P. sensor. ^ I.A.C. ^ E.G.R. ^ Engine Coolant Temperature (E.C.T.) Sensor. ^ Injector wiring harness connector, 20. Rear valve cover. 21. Route and connect all secondary ignition wires. 22. Generator. 23. Generator brace. 24. Power steering line to generator bracket. 25. Trottle cable and vacuum line bracket to the plenum. 26. Brake vacuum pipe to plenum. 27. Radiator surge tank. 28. EGR transfer tube to the exhaust manifold. 29. Exhaust crossover to exhaust manifolds. 30. Serpentine belt. 31. Air cleaner assembly. 32. Battery. 33. Negative battery cable. 34. Fill coolilig system. 35. Refer to "Idle Learn Procedure". Inspect ^ Proper fluid levels. ^ Leaks. ^ Completion of repairs Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Lamps and Indicators - Engine > Oil Level Warning Indicator > Component Information > Description and Operation Oil Level Warning Indicator: Description and Operation DESCRIPTION This lamp illuminates to warn the driver that the engine oil level is low. When the ignition switch is first moved to Run, the oil level indicator lights for about 1 1/2 seconds as a bulb check. The oil level detection circuit has two internal timers. The first timer records the amount of time the ignition has been Off. The second timer records the amount of time the ignition has been On before the ignition was shut Off. The instrument cluster uses this information to determine if the engine has been sitting long enough for the oil to have returned to the oil pan. OPERATION The oil level monitoring circuits will check the oil level switch under the following conditions: 1. Ignition has been turned Off for more than 30 minutes. 2. Ignition has been Off for at least three minutes after ignition has been On for at least 12 minutes. If the oil level is low (oil level switch open), the "Check Oil" indicator will be turned On for the remainder of the ignition cycle. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Lamps and Indicators - Engine > Oil Pressure Gauge > Component Information > Description and Operation Oil Pressure Gauge: Description and Operation DESCRIPTION This oil pressure indicating system incorporates an instrument voltage regulator, electrical oil pressure gauge and a sending unit which are connected in series. The sending unit consists of a diaphragm, contact and a variable resistor. OPERATION As oil pressure increases or decreases, the diaphragm actuated the contact on the variable resistor, in turn controlling current flow through the gauge. When oil pressure is low, the resistance of the variable resistor is high, restricting current flow to the gauge, in turn indicating low oil pressure. As oil pressure increases, the resistance of the variable resistor is lowered, permitting an increased current flow to the gauge, resulting in an increased gauge reading. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Lamps and Indicators - Engine > Oil Pressure Gauge > Component Information > Description and Operation > Page 1768 Oil Pressure Gauge: Service and Repair Disconnect the oil pressure gauge lead from the sending unit, connect a 12 volt test lamp between the gauge lead and the ground and turn ignition on. If test lamp flashes, the instrument voltage regulator is functioning properly and the gauge circuit is not broken. If the test lamp remains lit, the instrument voltage regulator is defective and must be replaced. If the test lamp does not light, check the instrument voltage regulator for proper ground or an open circuit. Also, check for an open in the instrument voltage regulator to oil pressure gauge wire or in the gauge itself. If test lamp flashes and gauge is not accurate, the gauge may be out of calibration, requiring replacement. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Lamps and Indicators - Engine > Oil Temperature Gauge > Component Information > Testing and Inspection Oil Temperature Gauge: Testing and Inspection Check for a defective wire inside the insulation which could cause system malfunction but prove "GOOD" in a continuity/voltage check with the system disconnected. These circuits may be intermittent or resistive when loaded, and if possible, should be checked by monitoring for a voltage drop with the system operational. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main Bearing Seal > Component Information > Technical Service Bulletins > Customer Interest for Crankshaft Main Bearing Seal: > 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal Crankshaft Main Bearing Seal: Customer Interest Engine - Oil Leaks from Crankshaft Rear Main Seal Bulletin No.: 05-06-01-019F Date: October 02, 2007 TECHNICAL Subject: Engine Oil Leak at Crankshaft Rear Main Oil Seal (Install Revised Crankshaft Rear Main Oil Seal Using Revised Rear Main Seal Installer and Remover Tools) Models: 1986-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) with 2.8L, 3.1L, 3.4L, 3.5L, 3.9L 60 Degree V6 Engine (VINs D, E, F, J, K, L, M, N, R, S, T, V, W, X, Z, 1, 3, 8, 9, W, R - RPOs LG6, LA1, LNJ, LG8, LL1 or LX9, L82, LL2, LB8, LHO, LG5, LB6, LE2 or LQ1, LH7, LC1, L44, LZ4, LZE, LZ9, LGD, LZ8, LZG) Supercede: This bulletin is being revised to add an Important statement on proper seal installation. Please discard Corporate Bulletin Number 05-06-01-019E (Section 06 - Engine/Propulsion System). This bulletin only applies to 60 degree V6 engines. Some of the discontinued 60 degree V6 engine VINs and RPOs may have carried over to other new model year engines and may no longer be a 60 degree V6 engine. So this bulletin may not apply. It is very important to verify that the following information is correct before using this bulletin: Year of vehicle (e.g. N = 1992) V6 Engine Liter size (e.g. 3.4L) VIN CODE (e.g. X) RPO (e.g. LQ1) If ALL the information from the vehicle (year, size, VIN Code, RPO) you're working on can be found under the models listed above, then this bulletin applies to that engine. If one or more of the vehicle's information can NOT be found under the models listed above, then this bulletin does NOT apply. This bulletin does not apply to 2004-2007 Saturn VUE models with 3.5L DOHC V6 Engine (VIN 4 RPO L66) or 2005-2008 Cadillac CTS with 2.8L HFV6 Engine (VIN T - RPO LP1). Condition Some customers may comment on external oil leakage. Correction Before replacement of the new design crankshaft rear main oil seal, be sure the PCV system is operating correctly. The new seal described below comes with a protective nylon sleeve already installed in the seal. This sleeve assures that the seal is installed in the correct direction and also protects the seal from getting damaged during installation. Do not remove the protective sleeve from the seal; if removed, the installation tool (EN48108) will not work. A new design crankshaft rear main oil seal and installation tool (EN-48108) has been released. This seal incorporates features that improve high mileage durability. Replace the crankshaft rear main oil seal with the new design rear main oil seal, P/N 12592195, using the following service procedures. Tools Required TOOLS WERE SHIPPED TO YOUR DEALERSHIPS. IF YOU HAVE NOT RECEIVED THEM OR THEY ARE LOST, PLEASE CALL GM SPECIAL SERVICE TOOLS AT 1-800-GM-TOOLS. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main Bearing Seal > Component Information > Technical Service Bulletins > Customer Interest for Crankshaft Main Bearing Seal: > 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal > Page 1781 EN-48108 Rear Main Oil Seal Installation Tool This tool has a unique design to allow the technician to easily install the rear main seal squarely to the correct depth and direction. Before proceeding with installation, review the above illustration to become familiar with the components shown in the illustration. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main Bearing Seal > Component Information > Technical Service Bulletins > Customer Interest for Crankshaft Main Bearing Seal: > 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal > Page 1782 EN-48672 rear Main Oil Seal Remover Tool This tool has a unique design to allow the technician to easily remove the rear main seal without nicking the crankshaft sealing surface when removing the seal. Before proceeding with removal, review the above illustration to become familiar with the following components: Removal Plate Threaded Adjustment Pins and Jam Nuts Force Screw # 2 Self Drill Screws 38 mm (1.5 in) long 8 needed Extreme Pressure Lubricant Removal Procedure Remove the transmission. Refer to Transmission Replacement in SI or the appropriate Service Manual. Remove the engine flywheel. Refer to Engine Flywheel Replacement in SI or the appropriate Service Manual. Install the removal plate (2) and both threaded adjustment pins and jam nuts (1) into the back of the crankshaft flange and secure the plate with adjustment pins and jam nuts. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main Bearing Seal > Component Information > Technical Service Bulletins > Customer Interest for Crankshaft Main Bearing Seal: > 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal > Page 1783 Install # 2 Self Drill Screws 38 mm (1.5 in) long, eight needed, (1) and tighten down flush to the plate. Before installing the force screw, apply a small amount of the Extreme Pressure Lubricant J 23444-A, provided in the tool kit. Install the force screw (1) and back off both jam nuts (2) and continue to turn the force screw (1) into the removal plate to remove the seal from the crankshaft. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main Bearing Seal > Component Information > Technical Service Bulletins > Customer Interest for Crankshaft Main Bearing Seal: > 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal > Page 1784 Once the seal is removed from the crankshaft, remove and save all eight screws and discard the old seal. Clean the crankshaft sealing surface with a clean, lint free towel. Inspect the lead-in edge of the crankshaft for burrs or sharp edges that could damage the rear main oil seal. Remove any burrs or sharp edges with crocus cloth or equivalent before proceeding. Installation Procedure Do not remove the protective nylon sleeve from the new rear main seal prior to installation. The EN-48108 is designed to install the rear main seal with the protective sleeve in place. Never apply or use any oil, lubricants or sealing compounds on the crankshaft rear main oil seal. Align the mandrel dowel pin (EN-48108) to the dowel pin hole in the crankshaft. Refer to the above illustration. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main Bearing Seal > Component Information > Technical Service Bulletins > Customer Interest for Crankshaft Main Bearing Seal: > 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal > Page 1785 Using a large flat-bladed screwdriver, tighten the two mandrel screws to the crankshaft. Ensure that the mandrel is snug to the crankshaft hub. Refer to the above illustration. Different types (styles) of rear main seals were used in production in different model years, engines and manufacturing facilities. As a result, the NEW style rear main seal that you will be installing may have a different appearance or shape than the one removed. Regardless of what type of seal was removed and what side was facing outside the engine, the new seal must be installed as described. Upon close inspection of the outer lip on the new seal, the words this side out" will be seen. This side of the seal must be facing OUTSIDE the engine when correctly installed. While this may seem backwards, it is correct. In addition, the protective nylon (plastic) sleeve that the seal is mounted on in the package was designed so that the seal can only be installed in the proper direction when using the installation tool described in the following steps. Install the rear main seal (1), with the protective nylon sleeve attached (2), onto the mandrel. The seal, if properly installed, will center on a step that protrudes from the center of the mandrel. As an error proof, seal will fit only one way onto the mandrel. Refer to the above illustration. Before installing the outer drive drum, bearing, washer and the drive nut onto the threaded shaft, apply a small amount of the Extreme Pressure Lubricant J 23444-A, provided in the tool kit. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main Bearing Seal > Component Information > Technical Service Bulletins > Customer Interest for Crankshaft Main Bearing Seal: > 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal > Page 1786 Install the outer drive drum onto the mandrel (EN-481 08). Install the bearing, washer and the drive nut onto the threaded shaft. Refer to the above illustration. Using a wrench, turn the drive nut on the mandrel (EN-48108), which will push the seal into the engine block bore. Turn the wrench until the drive drum is snug and flush against the engine block. Refer to the above illustration. Loosen and remove the drive nut, washer, bearing and drive drum. Discard the protective nylon sleeve. Verify that the seal has seated properly. Use a flat-bladed screwdriver to remove the two attachment screws from the mandrel and remove the mandrel from the crankshaft hub. Refer to the above illustration. Install the engine flywheel. Refer to Engine Flywheel Replacement in SI or the appropriate Service Manual. Install the transmission. Refer to Transmission Replacement in SI or the appropriate Service Manual. Inspect for proper fluid levels. Inspect for leaks. Parts Information Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main Bearing Seal > Component Information > Technical Service Bulletins > Customer Interest for Crankshaft Main Bearing Seal: > 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal > Page 1787 Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main Bearing Seal > Component Information > Technical Service Bulletins > Customer Interest for Crankshaft Main Bearing Seal: > 87-60-02A > Jul > 98 > Engine - Oil Odors Crankshaft Main Bearing Seal: Customer Interest Engine - Oil Odors File In Section: 6 - Engine Bulletin No.: 87-60-02A Date: July, 1998 Subject: Engine Oil Odor (Replace Rear Main Bearing Seal) Models: 1990-96 Buick Regal 1994-97 Buick Skylark 1994-98 Buick Century 1990-94 Chevrolet Cavalier 1990-95 Chevrolet Camaro 1990-96 Chevrolet Beretta, Corsica, APV 1990-98 Chevrolet Lumina 1995-98 Chevrolet Monte Carlo 1997-98 Chevrolet Malibu, Venture 1990-97 Oldsmobile Cutlass Supreme 1990-98 Oldsmobile Silhouette 1994-96 Oldsmobile Cutlass Ciera 1994-97 Oldsmobile Achieva 1997-98 Oldsmobile Cutlass 1990-94 Pontiac Sunbird 1990-95 Pontiac Firebird 1990-98 Pontiac Grand Prix, Trans Sport 1994-98 Pontiac Grand Am with 3.1L, 3100, 3.4L, 3400 Engines (VINs T, D, X, M, E, S - RPOs LH0, LG6, L01, L82, LA1, L32) This bulletin is being revised to correct the model usage and part number. Please discard Corporate Bulletin Number 87-60-02 (Section 6 - Engine). Condition Some of the above listed V6 engines may, on a very infrequent basis, have an oil odor condition that is generally encountered after the engine's oil has been changed. Typically the odor lasts approximately 1000 miles after the change of oil and then does not reappear until the next change of oil. Cause This condition may be caused by a reaction taking place between the engine oil additive package and the grease used on the engine's crankshaft rear main oil seal. Correction Verify that the engine does not have any external oil leaks. This can be accomplished by using the methods outlined in the appropriate Service Manual. If normal diagnostics are unable to establish the source of the oil odor, replace the crankshaft rear main oil seal. Before installing the seal, remove the grease from the seal and lightly coat the lip area of the seal with clean engine oil. Parts Information P/N Description Qty 14085829 Crankshaft, rear main bearing seal 1 Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main Bearing Seal > Component Information > Technical Service Bulletins > Customer Interest for Crankshaft Main Bearing Seal: > 87-60-02A > Jul > 98 > Engine - Oil Odors > Page 1792 Labor Operation Description Labor Time J1120 Seal, Crankshaft Use published labor operation time Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main Bearing Seal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Crankshaft Main Bearing Seal: > 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal Crankshaft Main Bearing Seal: All Technical Service Bulletins Engine - Oil Leaks from Crankshaft Rear Main Seal Bulletin No.: 05-06-01-019F Date: October 02, 2007 TECHNICAL Subject: Engine Oil Leak at Crankshaft Rear Main Oil Seal (Install Revised Crankshaft Rear Main Oil Seal Using Revised Rear Main Seal Installer and Remover Tools) Models: 1986-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) with 2.8L, 3.1L, 3.4L, 3.5L, 3.9L 60 Degree V6 Engine (VINs D, E, F, J, K, L, M, N, R, S, T, V, W, X, Z, 1, 3, 8, 9, W, R - RPOs LG6, LA1, LNJ, LG8, LL1 or LX9, L82, LL2, LB8, LHO, LG5, LB6, LE2 or LQ1, LH7, LC1, L44, LZ4, LZE, LZ9, LGD, LZ8, LZG) Supercede: This bulletin is being revised to add an Important statement on proper seal installation. Please discard Corporate Bulletin Number 05-06-01-019E (Section 06 - Engine/Propulsion System). This bulletin only applies to 60 degree V6 engines. Some of the discontinued 60 degree V6 engine VINs and RPOs may have carried over to other new model year engines and may no longer be a 60 degree V6 engine. So this bulletin may not apply. It is very important to verify that the following information is correct before using this bulletin: Year of vehicle (e.g. N = 1992) V6 Engine Liter size (e.g. 3.4L) VIN CODE (e.g. X) RPO (e.g. LQ1) If ALL the information from the vehicle (year, size, VIN Code, RPO) you're working on can be found under the models listed above, then this bulletin applies to that engine. If one or more of the vehicle's information can NOT be found under the models listed above, then this bulletin does NOT apply. This bulletin does not apply to 2004-2007 Saturn VUE models with 3.5L DOHC V6 Engine (VIN 4 RPO L66) or 2005-2008 Cadillac CTS with 2.8L HFV6 Engine (VIN T - RPO LP1). Condition Some customers may comment on external oil leakage. Correction Before replacement of the new design crankshaft rear main oil seal, be sure the PCV system is operating correctly. The new seal described below comes with a protective nylon sleeve already installed in the seal. This sleeve assures that the seal is installed in the correct direction and also protects the seal from getting damaged during installation. Do not remove the protective sleeve from the seal; if removed, the installation tool (EN48108) will not work. A new design crankshaft rear main oil seal and installation tool (EN-48108) has been released. This seal incorporates features that improve high mileage durability. Replace the crankshaft rear main oil seal with the new design rear main oil seal, P/N 12592195, using the following service procedures. Tools Required TOOLS WERE SHIPPED TO YOUR DEALERSHIPS. IF YOU HAVE NOT RECEIVED THEM OR THEY ARE LOST, PLEASE CALL GM SPECIAL SERVICE TOOLS AT 1-800-GM-TOOLS. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main Bearing Seal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Crankshaft Main Bearing Seal: > 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal > Page 1798 EN-48108 Rear Main Oil Seal Installation Tool This tool has a unique design to allow the technician to easily install the rear main seal squarely to the correct depth and direction. Before proceeding with installation, review the above illustration to become familiar with the components shown in the illustration. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main Bearing Seal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Crankshaft Main Bearing Seal: > 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal > Page 1799 EN-48672 rear Main Oil Seal Remover Tool This tool has a unique design to allow the technician to easily remove the rear main seal without nicking the crankshaft sealing surface when removing the seal. Before proceeding with removal, review the above illustration to become familiar with the following components: Removal Plate Threaded Adjustment Pins and Jam Nuts Force Screw # 2 Self Drill Screws 38 mm (1.5 in) long 8 needed Extreme Pressure Lubricant Removal Procedure Remove the transmission. Refer to Transmission Replacement in SI or the appropriate Service Manual. Remove the engine flywheel. Refer to Engine Flywheel Replacement in SI or the appropriate Service Manual. Install the removal plate (2) and both threaded adjustment pins and jam nuts (1) into the back of the crankshaft flange and secure the plate with adjustment pins and jam nuts. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main Bearing Seal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Crankshaft Main Bearing Seal: > 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal > Page 1800 Install # 2 Self Drill Screws 38 mm (1.5 in) long, eight needed, (1) and tighten down flush to the plate. Before installing the force screw, apply a small amount of the Extreme Pressure Lubricant J 23444-A, provided in the tool kit. Install the force screw (1) and back off both jam nuts (2) and continue to turn the force screw (1) into the removal plate to remove the seal from the crankshaft. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main Bearing Seal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Crankshaft Main Bearing Seal: > 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal > Page 1801 Once the seal is removed from the crankshaft, remove and save all eight screws and discard the old seal. Clean the crankshaft sealing surface with a clean, lint free towel. Inspect the lead-in edge of the crankshaft for burrs or sharp edges that could damage the rear main oil seal. Remove any burrs or sharp edges with crocus cloth or equivalent before proceeding. Installation Procedure Do not remove the protective nylon sleeve from the new rear main seal prior to installation. The EN-48108 is designed to install the rear main seal with the protective sleeve in place. Never apply or use any oil, lubricants or sealing compounds on the crankshaft rear main oil seal. Align the mandrel dowel pin (EN-48108) to the dowel pin hole in the crankshaft. Refer to the above illustration. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main Bearing Seal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Crankshaft Main Bearing Seal: > 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal > Page 1802 Using a large flat-bladed screwdriver, tighten the two mandrel screws to the crankshaft. Ensure that the mandrel is snug to the crankshaft hub. Refer to the above illustration. Different types (styles) of rear main seals were used in production in different model years, engines and manufacturing facilities. As a result, the NEW style rear main seal that you will be installing may have a different appearance or shape than the one removed. Regardless of what type of seal was removed and what side was facing outside the engine, the new seal must be installed as described. Upon close inspection of the outer lip on the new seal, the words this side out" will be seen. This side of the seal must be facing OUTSIDE the engine when correctly installed. While this may seem backwards, it is correct. In addition, the protective nylon (plastic) sleeve that the seal is mounted on in the package was designed so that the seal can only be installed in the proper direction when using the installation tool described in the following steps. Install the rear main seal (1), with the protective nylon sleeve attached (2), onto the mandrel. The seal, if properly installed, will center on a step that protrudes from the center of the mandrel. As an error proof, seal will fit only one way onto the mandrel. Refer to the above illustration. Before installing the outer drive drum, bearing, washer and the drive nut onto the threaded shaft, apply a small amount of the Extreme Pressure Lubricant J 23444-A, provided in the tool kit. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main Bearing Seal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Crankshaft Main Bearing Seal: > 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal > Page 1803 Install the outer drive drum onto the mandrel (EN-481 08). Install the bearing, washer and the drive nut onto the threaded shaft. Refer to the above illustration. Using a wrench, turn the drive nut on the mandrel (EN-48108), which will push the seal into the engine block bore. Turn the wrench until the drive drum is snug and flush against the engine block. Refer to the above illustration. Loosen and remove the drive nut, washer, bearing and drive drum. Discard the protective nylon sleeve. Verify that the seal has seated properly. Use a flat-bladed screwdriver to remove the two attachment screws from the mandrel and remove the mandrel from the crankshaft hub. Refer to the above illustration. Install the engine flywheel. Refer to Engine Flywheel Replacement in SI or the appropriate Service Manual. Install the transmission. Refer to Transmission Replacement in SI or the appropriate Service Manual. Inspect for proper fluid levels. Inspect for leaks. Parts Information Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main Bearing Seal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Crankshaft Main Bearing Seal: > 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal > Page 1804 Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main Bearing Seal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Crankshaft Main Bearing Seal: > 87-60-02A > Jul > 98 > Engine - Oil Odors Crankshaft Main Bearing Seal: All Technical Service Bulletins Engine - Oil Odors File In Section: 6 - Engine Bulletin No.: 87-60-02A Date: July, 1998 Subject: Engine Oil Odor (Replace Rear Main Bearing Seal) Models: 1990-96 Buick Regal 1994-97 Buick Skylark 1994-98 Buick Century 1990-94 Chevrolet Cavalier 1990-95 Chevrolet Camaro 1990-96 Chevrolet Beretta, Corsica, APV 1990-98 Chevrolet Lumina 1995-98 Chevrolet Monte Carlo 1997-98 Chevrolet Malibu, Venture 1990-97 Oldsmobile Cutlass Supreme 1990-98 Oldsmobile Silhouette 1994-96 Oldsmobile Cutlass Ciera 1994-97 Oldsmobile Achieva 1997-98 Oldsmobile Cutlass 1990-94 Pontiac Sunbird 1990-95 Pontiac Firebird 1990-98 Pontiac Grand Prix, Trans Sport 1994-98 Pontiac Grand Am with 3.1L, 3100, 3.4L, 3400 Engines (VINs T, D, X, M, E, S - RPOs LH0, LG6, L01, L82, LA1, L32) This bulletin is being revised to correct the model usage and part number. Please discard Corporate Bulletin Number 87-60-02 (Section 6 - Engine). Condition Some of the above listed V6 engines may, on a very infrequent basis, have an oil odor condition that is generally encountered after the engine's oil has been changed. Typically the odor lasts approximately 1000 miles after the change of oil and then does not reappear until the next change of oil. Cause This condition may be caused by a reaction taking place between the engine oil additive package and the grease used on the engine's crankshaft rear main oil seal. Correction Verify that the engine does not have any external oil leaks. This can be accomplished by using the methods outlined in the appropriate Service Manual. If normal diagnostics are unable to establish the source of the oil odor, replace the crankshaft rear main oil seal. Before installing the seal, remove the grease from the seal and lightly coat the lip area of the seal with clean engine oil. Parts Information P/N Description Qty 14085829 Crankshaft, rear main bearing seal 1 Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main Bearing Seal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Crankshaft Main Bearing Seal: > 87-60-02A > Jul > 98 > Engine - Oil Odors > Page 1809 Labor Operation Description Labor Time J1120 Seal, Crankshaft Use published labor operation time Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main Bearing Seal > Component Information > Technical Service Bulletins > Page 1810 Crankshaft Main Bearing Seal: Service and Repair Fig. 8 Removing Oil Seal Fig. 9 Installing Oil Seal 1. Support engine using tool No. J 28467-A or equivalent, then remove transaxle assembly. 2. Remove flywheel assembly. 3. Remove oil seal as shown in Fig. 8. Use caution not to damage crankshaft surface with removal tool. 4. Check inside diameter of bore and crankshaft for nicks or burrs. Repair as required. 5. Apply oil to inside diameter of new seal, then install seal on mandrel of tool No. J-34686 until back of seal bottoms squarely against collar of tool, Fig. 9. 6. Align dowel pin of tool with dowel pin of crankshaft, then attach tool to crankshaft. Torque attaching screws to 45 inch lbs. 7. Turn ``T'' handle of tool so collar pushes seal into bore. Ensure seal is properly seated. 8. Loosen ``T'' handle of tool until it comes to a stop, then remove tool attaching screws. Ensure seal is seated squarely in bore. 9. Install flywheel and transaxle assembly. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Front Crankshaft Seal > Component Information > Technical Service Bulletins > Customer Interest for Front Crankshaft Seal: > 07-06-01-023 > Dec > 07 > Engine - Oil Leaks From Front Crankshaft Seal Front Crankshaft Seal: Customer Interest Engine - Oil Leaks From Front Crankshaft Seal Bulletin No.: 07-06-01-023 Date: December 05, 2007 TECHNICAL Subject: 60 Degree V6 Engine Oil Leak at Crankshaft Front Oil Seal (Use New Crankshaft Front Oil Seal Installer Tool EN-48869) Models: 1986-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) with 2.8L, 3.1L, 3.4L, 3.5L or 3.9L 60 Degree V6 Engine (VINs D, E, F, J, K, L, M, N, R, S, T, V, W, X, Z, 1, 3, 8, 9, W, R - RPOs LG6, LA1, LNJ, LG8, LL1 or LX9, L82, LL2, LB8, LHO, LG5, LB6, LE2 or LQ1, LH7, LC1, L44, LZ4, LZE, LZ9, LGD, LZ8, LZG) This bulletin does not apply to 2004-2007 Saturn VUE models with 3.5L DOHC V6 Engine (VIN 4 RPO L66) or 2005-2008 Cadillac CTS with 2.8L HFV6 Engine (VIN T - RPO LP1). This bulletin only applies to 60 degree V6 engines. Some of the discontinued 60 degree V6 engine VINs and RPOs may have carried over to other new model year engines and may no longer be a 60 degree V6 engine. So this bulletin may not apply. It is very important to verify that the information shown is correct before using this bulletin. If ALL the information from the vehicle (year, size, VIN Code, RPO) you're working on can be found under the models listed above, then this bulletin applies to that engine. If one or more of the vehicle's information can NOT be found under the models listed above, then this bulletin does NOT apply. Condition Some customers may comment on external oil leakage. Correction Before replacement of the crankshaft front oil seal, be sure the PCV system is operating correctly. Tools Required TOOLS WERE SHIPPED TO YOUR DEALERSHIPS. IF YOU HAVE NOT RECEIVED THEM OR THEY ARE LOST, PLEASE CALL GM SPECIAL SERVICE TOOLS AT 1-800-GM-TOOLS. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Front Crankshaft Seal > Component Information > Technical Service Bulletins > Customer Interest for Front Crankshaft Seal: > 07-06-01-023 > Dec > 07 > Engine - Oil Leaks From Front Crankshaft Seal > Page 1819 The EN-48869 has a unique design to allow the technician to easily install the front crankshaft seal squarely to the correct depth and direction. Before proceeding with installation, review the illustration to become familiar with the tool. Removal Procedure Remove the crankshaft balancer. Refer to Crankshaft Balancer Replacement in SI. Use care not to damage the engine front cover or nick the crankshaft. Remove the crankshaft front oil seal (1) using a suitable tool. Installation Procedure Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Front Crankshaft Seal > Component Information > Technical Service Bulletins > Customer Interest for Front Crankshaft Seal: > 07-06-01-023 > Dec > 07 > Engine - Oil Leaks From Front Crankshaft Seal > Page 1820 Lubricate the inside of the crankshaft front oil seal (1) with clean engine oil. Then install the seal to the installer body (2). Align the oil seal and installer body (1) with the engine front cover and crankshaft. Before installing the force screw, apply a small amount of the Extreme Pressure Lubricant J 23444-A, provided in the tool kit, to the force screw. Install the drive nut (4) onto the threaded force screw shaft (5), washer (3), and bearing (2). Then install to the installer body (1) and tighten the force screw to the crankshaft by hand. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Front Crankshaft Seal > Component Information > Technical Service Bulletins > Customer Interest for Front Crankshaft Seal: > 07-06-01-023 > Dec > 07 > Engine - Oil Leaks From Front Crankshaft Seal > Page 1821 Using a wrench, turn the drive nut on the threaded force screw shaft (2), this will push the seal into the engine front cover. Continue to turn the drive nut (2) with the wrench until the installer body (1) is snug and flush against the engine front cover. Loosen and remove the drive nut from the threaded force screw shaft, washer, bearing, and installer body. Verify that the seal has seated properly, flush against front cover flange (1). Install the crankshaft balancer. Refer to Crankshaft Balancer Replacement in SI. Inspect for proper fluid levels. Inspect for leaks. Parts Information Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Front Crankshaft Seal > Component Information > Technical Service Bulletins > Customer Interest for Front Crankshaft Seal: > 07-06-01-023 > Dec > 07 > Engine - Oil Leaks From Front Crankshaft Seal > Page 1822 Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Front Crankshaft Seal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Front Crankshaft Seal: > 07-06-01-023 > Dec > 07 > Engine - Oil Leaks From Front Crankshaft Seal Front Crankshaft Seal: All Technical Service Bulletins Engine - Oil Leaks From Front Crankshaft Seal Bulletin No.: 07-06-01-023 Date: December 05, 2007 TECHNICAL Subject: 60 Degree V6 Engine Oil Leak at Crankshaft Front Oil Seal (Use New Crankshaft Front Oil Seal Installer Tool EN-48869) Models: 1986-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) with 2.8L, 3.1L, 3.4L, 3.5L or 3.9L 60 Degree V6 Engine (VINs D, E, F, J, K, L, M, N, R, S, T, V, W, X, Z, 1, 3, 8, 9, W, R - RPOs LG6, LA1, LNJ, LG8, LL1 or LX9, L82, LL2, LB8, LHO, LG5, LB6, LE2 or LQ1, LH7, LC1, L44, LZ4, LZE, LZ9, LGD, LZ8, LZG) This bulletin does not apply to 2004-2007 Saturn VUE models with 3.5L DOHC V6 Engine (VIN 4 RPO L66) or 2005-2008 Cadillac CTS with 2.8L HFV6 Engine (VIN T - RPO LP1). This bulletin only applies to 60 degree V6 engines. Some of the discontinued 60 degree V6 engine VINs and RPOs may have carried over to other new model year engines and may no longer be a 60 degree V6 engine. So this bulletin may not apply. It is very important to verify that the information shown is correct before using this bulletin. If ALL the information from the vehicle (year, size, VIN Code, RPO) you're working on can be found under the models listed above, then this bulletin applies to that engine. If one or more of the vehicle's information can NOT be found under the models listed above, then this bulletin does NOT apply. Condition Some customers may comment on external oil leakage. Correction Before replacement of the crankshaft front oil seal, be sure the PCV system is operating correctly. Tools Required TOOLS WERE SHIPPED TO YOUR DEALERSHIPS. IF YOU HAVE NOT RECEIVED THEM OR THEY ARE LOST, PLEASE CALL GM SPECIAL SERVICE TOOLS AT 1-800-GM-TOOLS. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Front Crankshaft Seal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Front Crankshaft Seal: > 07-06-01-023 > Dec > 07 > Engine - Oil Leaks From Front Crankshaft Seal > Page 1828 The EN-48869 has a unique design to allow the technician to easily install the front crankshaft seal squarely to the correct depth and direction. Before proceeding with installation, review the illustration to become familiar with the tool. Removal Procedure Remove the crankshaft balancer. Refer to Crankshaft Balancer Replacement in SI. Use care not to damage the engine front cover or nick the crankshaft. Remove the crankshaft front oil seal (1) using a suitable tool. Installation Procedure Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Front Crankshaft Seal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Front Crankshaft Seal: > 07-06-01-023 > Dec > 07 > Engine - Oil Leaks From Front Crankshaft Seal > Page 1829 Lubricate the inside of the crankshaft front oil seal (1) with clean engine oil. Then install the seal to the installer body (2). Align the oil seal and installer body (1) with the engine front cover and crankshaft. Before installing the force screw, apply a small amount of the Extreme Pressure Lubricant J 23444-A, provided in the tool kit, to the force screw. Install the drive nut (4) onto the threaded force screw shaft (5), washer (3), and bearing (2). Then install to the installer body (1) and tighten the force screw to the crankshaft by hand. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Front Crankshaft Seal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Front Crankshaft Seal: > 07-06-01-023 > Dec > 07 > Engine - Oil Leaks From Front Crankshaft Seal > Page 1830 Using a wrench, turn the drive nut on the threaded force screw shaft (2), this will push the seal into the engine front cover. Continue to turn the drive nut (2) with the wrench until the installer body (1) is snug and flush against the engine front cover. Loosen and remove the drive nut from the threaded force screw shaft, washer, bearing, and installer body. Verify that the seal has seated properly, flush against front cover flange (1). Install the crankshaft balancer. Refer to Crankshaft Balancer Replacement in SI. Inspect for proper fluid levels. Inspect for leaks. Parts Information Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Front Crankshaft Seal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Front Crankshaft Seal: > 07-06-01-023 > Dec > 07 > Engine - Oil Leaks From Front Crankshaft Seal > Page 1831 Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Front Crankshaft Seal > Component Information > Technical Service Bulletins > Page 1832 Front Crankshaft Seal: Service and Repair 1. Remove front wheel and tire assemblies. 2. Remove inner splash shield and torsional damper, then pry seal from cover using a suitable screwdriver. Use caution not to damage crankshaft surface during seal removal. 3. Install new seal using tool No. J 35468 or equivalent, so open end faces toward inside of cover, then drive seal into position using suitable tool. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Valve Guide Seal > Component Information > Service and Repair Valve Guide Seal: Service and Repair REMOVAL 1. Remove rocker arm cover, then the spark plug, rocker arm and pushrod on cylinder(s) being serviced. 2. Install air line adapter tool No. J-22794 or equivalent to spark plug port and apply compressed air to hold valves in place. 3. Using valve spring compressor tool No. J-26513-A or equivalent to compress valve spring, remove valve locks, valve caps, oil seal and valve spring and damper. 4. Remove valve stem oil seal. INSTALLATION 1. Set valve spring and damper around valve guide boss. 2. Install a valve stem seal over the valve stem and valve guide base-inlet only. 3. Drop an oil seal and valve rotator over the exhaust, and a valve spring cap over the valve spring. 4. Compress spring using valve spring compressor tool No. J-26513-A or equivalent, install oil seal in lower groove of stem, ensuring seal is flat and not twisted. 5. Install valve locks and release compressor tool, ensuring locks seat properly in upper groove of valve stem. Use suitable grease as necessary to hold locks in place while releasing compressor tool. 6. Using tool J-23994 or equivalent, apply vacuum to valve cap to ensure no air leaks past seal. 7. Install spark plug, torquing to specifications. 8. Install and adjust valve mechanism. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Sensors and Switches - Engine > Oil Pressure Switch (For Fuel Pump) > Component Information > Locations > Fuel Pump Switch/Oil Pressure Sender/Switch Oil Pressure Switch (For Fuel Pump): Locations Fuel Pump Switch/Oil Pressure Sender/Switch RH Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Sensors and Switches - Engine > Oil Pressure Switch (For Fuel Pump) > Component Information > Locations > Fuel Pump Switch/Oil Pressure Sender/Switch > Page 1841 RH Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Sensors and Switches - Engine > Oil Pressure Switch (For Fuel Pump) > Component Information > Locations > Fuel Pump Switch/Oil Pressure Sender/Switch > Page 1842 Fuel Pump / Oil Pressure Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Sensors and Switches - Engine > Oil Pressure Switch (For Fuel Pump) > Component Information > Locations > Page 1843 Harness Connector Faces: Fuel Pump Switch/Oil Pressure Sender/Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Timing Components > Timing Chain > Component Information > Service and Repair > Interference Engine Timing Chain: Service and Repair Interference Engine The OE manufacture does not specify if this engine is an interference engine or not. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Timing Components > Timing Chain > Component Information > Service and Repair > Interference Engine > Page 1849 Timing Chain: Service and Repair Timing Chain and Sprocket Fig. 6 Valve Timing Marks 1. Remove crankcase front cover, refer to Timing Cover / Service and Repair. See: Timing Cover/Service and Repair 2. Place No. 1 cylinder at TDC and align timing marks on crankshaft and camshaft sprockets, Fig. 6. 3. Remove camshaft sprocket attaching bolts. Tap lower edge of sprocket with plastic mallet and remove sprocket and timing chain. 4. Align timing marks, Fig. 6, and install timing chain on sprockets. 5. Align dowel on camshaft with dowel hole on camshaft sprocket, then install sprocket to camshaft, using attaching bolts to to draw sprocket fully to camshaft. Torque attaching bolts to specification. 6. Lubricate timing chain with engine oil, then install front cover. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Timing Components > Timing Cover > Component Information > Service and Repair Timing Cover: Service and Repair Fig. 5 Installing Front Cover 1. Disconnect battery ground cable and drain cooling system. 2. Remove serpentine belt and tensioner. 3. Disconnect alternator and position aside. 4. Disconnect power steering pump and position aside. 5. Raise and support vehicle, then remove inner splash shield. 6. Remove flywheel cover attaching bolts at transaxle, then remove flywheel cover. 7. Remove harmonic balancer with pulling tool No. J 24420-B or equivalent. 8. Remove starter assembly. 9. Remove serpentine belt idler pulley. 10. Remove oil pan. Refer to Engine Lubrication / Oil Pan, Engine / Service and Repair. See: Engine Lubrication/Oil Pan/Service and Repair 11. Remove front cover lower attaching bolts. 12. Lower vehicle, then remove water pump attaching radiator hose. 13. Remove heater hose at cooling system fill pipe, then remove bypass and overflow hoses. 14. Remove water pump pulley, the remove spark plug wire shield at water pump. 15. Remove canister purge hose. 16. Remove upper front cover attaching bolts, then remove front cover, Fig. 5. 17. Reverse to install. Torque all attaching nuts, bolts or screws to specifications. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Fuel Pressure > Diagnostic Connector - Fuel Pump > Component Information > Locations LH Side Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Fuel Pressure > Fuel Pressure Test Port > Component Information > Service and Repair Fuel Pressure Test Port: Service and Repair Area around fuel pressure connection with GM X-30A or equivalent. REMOVE OR DISCONNECT: 1. Negative battery terminal. 2. Relieve fuel system pressure. 3. Fuel pressure connection and seal. Discard seal. INSTALL OR CONNECT: 1. New seal on fuel pressure connection. 2. Fuel pressure connection in fuel rail. Tighten Fuel pressure connection assembly to 10.0 N-m (88 lb. in.). 3. Tighten fuel filler cap. 4. Negative battery terminal. 5. Turn ignition switch to the "ON" position for two seconds, then turn to the "OFF" position for ten seconds. Again turn to the "ON" position, and check for fuel leaks. 6. Perform the "Idle Learn Procedure." The ECM will need to relearn the IAC valve pintle position following battery reconnect. Air Plenum And Fuel Rail Removal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Fuel Pressure > Fuel Pressure Test Port > Component Information > Service and Repair > Page 1861 Fuel Pressure Connection REMOVAL: 1. Disconnect the negative battery cable. 2. Relieve the fuel system pressure, see FUEL SYSTEM PRESSURE RELIEF: 3. Remove intake manifold plenum, see INTAKE MANIFOLD PLENUM. 4. Clean area around the fuel pressure connection with GM X-30A or equivalent. 5. Remove the fuel pressure connection and seal, discard the seal. INSTALLATION: 1. Place a new seal on the fuel pressure connection assembly. 2. Screw the fuel pressure connection assembly into the fuel rail and tighten to 10.0 N-m (88 lb. in.). 3. Check for fuel leaks: a. Connect the negative battery cable. b. With engine "OFF" and ignition "ON," check for fuel leaks. c. Disconnect the negative battery cable. 4. Install the intake manifold plenum as per above procedure. IDLE LEARN PROCEDURE: Any time the battery is disconnected, the programmed position of the IAC valve pintle is lost, and replaced with a default value. To return the IAC valve pintle to the correct position, perform the following procedure: 1. After restoring battery power, connect the Tech 1 "SCAN" tool. 2. Select "IAC SYSTEM," then select "IDLE LEARN" in the "MISC TEST" mode. 3. Proceed with idle learn as directed. ^ This procedure allows the ECM memory to be updated with the correct IAC valve pintle position, for the vehicle, and provide a stable idle speed. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Idle Speed > System Information > Specifications Idle Speed: Specifications The idle speed is computer controlled and there is no provision for adjustment. If idle speed is incorrect, refer to Computers and Control Systems / System Diagnosis. MINIMUM IDLE SPEED Transmission Gear Idle Speed IAC Counts Open/Closed Loop (2) N/A N/A (1) 10-20 CL (1) No idle speed specifications are provided for this vehicle. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Idle Speed > System Information > Specifications > Page 1865 Idle Speed: Adjustments The ECM controls idle speed and no adjustment should be attempted. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > Customer Interest for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: Customer Interest Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > Customer Interest for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON > Page 1875 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: All Technical Service Bulletins Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON > Page 1881 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Fuel Filter > Fuel Pressure Release > System Information > Service and Repair Fuel Pressure Release: Service and Repair WARNING: To reduce the risk of fire and personal injury, it is necessary to relieve the fuel system pressure before servicing fuel system components. After relieving system pressure, a small amount of fuel may be released when servicing fuel lines or connections. In order to reduce the chance of personal injury, cover fuel line fittings with a shop towel before disconnecting, to catch any fuel that may leak out. Place the towel in an approved container when disconnect is completed. When servicing the fuel system use the following precautions: a. Put a "CAUTION FLAMMABLE" sign in the workshop. b. Be sure shop is supplied with an adequate fire extinguisher. c. Be sure to disconnect the negative battery cable before any service work is done. d. Use a suitable container to catch any fuel that may leak from system during service. e. Always relieve fuel system pressure before disconnecting any lines. f. If the key must be turned "ON" while servicing fuel system, always disconnect or disable ignition, to insure no sparks occur near fuel vapors. PROCEDURE: Tool required: J34730-1 Fuel Pressure Gauge or equivalent. 1. Disconnect the negative battery cable, to avoid fuel pump turn "ON," if an accidental attempt is made to start the engine. 2. Loosen the fuel filler cap to relieve tank vapor pressure. 3. Connect the fuel pressure gauge to the pressure connection. Wrap a shop towel around the fitting while connecting the gauge to avoid spillage. 4. Install bleed hose into an approved container and open the valve to bleed the system pressure. Fuel connections are now safe for servicing. 5. Drain any fuel remaining in the gauge into an approved container. When repair to the fuel system has been completed, START the engine and check all connections that were loosened for leaks. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Firing Order > Component Information > Specifications > Ignition Firing Order Firing Order: Specifications Ignition Firing Order Firing Order ......................................................................................................................................... ............................................................... 1-2-3-4-5-6 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Ignition Timing > Number One Cylinder > Component Information > Locations > Number 1 Cylinder Location Number One Cylinder: Locations Number 1 Cylinder Location NUMBER ONE CYLINDER LOCATION Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Ignition Timing > Timing Marks and Indicators > System Information > Locations Timing Marks and Indicators: Locations The ECM controls ignition timing therefore no provisions for adjustment are required. No timing marks are provided on this engine. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Spark Plug Wire <--> [Ignition Cable] > Component Information > Specifications Spark Plug Wire: Specifications Spark Plug Wire Resistance Values: 0-15 inch cable .................................................................................................................................... ............................................... 3,000-10,000 ohms. 15-25 inch cable .................................................................................................................................. ............................................... 4,000-15,000 ohms. 25-35 inch cable .................................................................................................................................. ............................................... 6,000-20,000 ohms. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Spark Plug Wire <--> [Ignition Cable] > Component Information > Specifications > Page 1901 Spark Plug Wire Routing Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Spark Plug > Component Information > Specifications Spark Plug: Specifications Spark Plug Gap ................................................................................................................................... ...................................................... .045 in. (1.14 mm) NOTE: Check the gap specifications given on the Emissions Control Label. If the gap is different from what is listed here, use the information on the label. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Compression Check > System Information > Specifications Compression Check: Specifications The lowest reading cylinder should not be less than 70% of the highest and no cylinder reading should be less than 689 kPa (100 psi). Perform compression test with engine at normal operating temperature, spark plugs removed and throttle wide open. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Valve Clearance > System Information > Specifications > Valve Clearance Specifications Valve Clearance: Specifications Valve Clearance Specifications Vehicles are equipped with a non-adjustable rocker arm studs. If valve reconditioning is required, the non-adjustable rocker arm stud must be replaced with an adjustable rocker arm stud and the following procedure must be performed. 1. Remove rocker arm covers. 2. Crank engine until mark on torsional damper lines up with O mark on timing tab. The engine should also be in the No. 1 firing position. This can be determined by placing fingers on No. 1 rocker arms as mark on damper approaches O mark. 3. If valves are not moving, engine is in No. 1 firing position. If valves move as the mark comes up to the timing tab, engine is in No. 4 firing position and should be rotated one revolution to reach No. 1 position. 4. With engine in No. 1 firing position, adjust exhaust valves 1, 2 and 3 and intake valves 1, 5 and 6, as follows: a. Back out adjusting nut until lash is felt at pushrod, then turn in adjusting nut until all lash is removed. b. When lash has been removed, turn adjusting nut in additional 1 1/2 turns to center lifter plunger. 5. Crank engine one revolution until timing tab O mark and torsional damper mark are again in alignment. 6. With the engine in this, the No. 4 firing position. adjust exhaust valves 4, 5 and 6 and intake valves 2, 3 and 4 as previously described. 7. Install rocker arm covers, then start engine and check timing and idle speed. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Valve Clearance > System Information > Specifications > Valve Clearance Specifications > Page 1912 Valve Clearance: Specifications Valve Arrangement FRONT TO REAR Right .................................................................................................................................................... ........................................................... E-I-E-I-I-E Left ......................................................................... ......................................................................................................................................... E-I-I-E-I-E Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Valve Clearance > System Information > Specifications > Page 1913 Valve Clearance: Adjustments Vehicles are equipped with a non-adjustable rocker arm studs. If valve reconditioning is required, the non-adjustable rocker arm stud must be replaced with an adjustable rocker arm stud and the following procedure must be performed. 1. Remove rocker arm covers. 2. Crank engine until mark on torsional damper lines up with O mark on timing tab. The engine should also be in the No. 1 firing position. This can be determined by placing fingers on No. 1 rocker arms as mark on damper approaches O mark. 3. If valves are not moving, engine is in No. 1 firing position. If valves move as the mark comes up to the timing tab, engine is in No. 4 firing position and should be rotated one revolution to reach No. 1 position. 4. With engine in No. 1 firing position, adjust exhaust valves 1, 2 and 3 and intake valves 1, 5 and 6, as follows: a. Back out adjusting nut until lash is felt at pushrod, then turn in adjusting nut until all lash is removed. b. When lash has been removed, turn adjusting nut in additional 1 1/2 turns to center lifter plunger. 5. Crank engine one revolution until timing tab O mark and torsional damper mark are again in alignment. 6. With the engine in this, the No. 4 firing position. adjust exhaust valves 4, 5 and 6 and intake valves 2, 3 and 4 as previously described. 7. Install rocker arm covers, then start engine and check timing and idle speed. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Water Pump > Component Information > Service and Repair Water Pump: Service and Repair Fig. 15 Water Pump Mounting 1. Disconnect battery ground cable, then drain cooling system. 2. Disconnect serpentine belt at the water pump pulley. 3. Remove water pump pulley, then the water pump, Fig. 15. 4. Reverse procedure to install. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant > Component Information > Technical Service Bulletins > Cooling System - Coolant Recycling Information Coolant: Technical Service Bulletins Cooling System - Coolant Recycling Information Bulletin No.: 00-06-02-006D Date: August 15, 2006 INFORMATION Subject: Engine Coolant Recycling and Warranty Information Models: 2007 and Prior GM Passenger Cars and Trucks (Including Saturn) 2007 and Prior HUMMER Vehicles 2005-2007 Saab 9-7X Attention: Please address this bulletin to the Warranty Claims Administrator and the Service Manager. Supercede: This bulletin is being revised to adjust the title and Include Warranty Information. Please discard Corporate Bulletin Number 00-06-02-006C (Section 06 - Engine/Propulsion System). Coolant Reimbursement Policy General Motors supports the use of recycled engine coolant for warranty repairs/service, providing a GM approved engine coolant recycling system is used. Recycled coolant will be reimbursed at the GMSPO dealer price for new coolant plus the appropriate mark-up. When coolant replacement is required during a warranty repair, it is crucial that only the relative amount of engine coolant concentrate be charged, not the total diluted volume. In other words: if you are using two gallons of pre-diluted (50:50) recycled engine coolant to service a vehicle, you may request reimbursement for one gallon of GM Goodwrench engine coolant concentrate at the dealer price plus the appropriate warranty parts handling allowance. Licensed Approved DEX-COOL(R) Providers Important: USE OF NON-APPROVED VIRGIN OR RECYCLED DEX-COOL(R) OR DEVIATIONS IN THE FORM OF ALTERNATE CHEMICALS OR ALTERATION OF EQUIPMENT, WILL VOID THE GM ENDORSEMENT, MAY DEGRADE COOLANT SYSTEM INTEGRITY AND PLACE THE COOLING SYSTEM WARRANTY UNDER JEOPARDY. Shown in Table 1 are the only current licensed and approved providers of DEX-COOL(R). Products that are advertised as "COMPATIBLE" or "RECOMMENDED" for use with DEX-COOL(R) have not been tested or approved by General Motors. Non-approved coolants may degrade the Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant > Component Information > Technical Service Bulletins > Cooling System - Coolant Recycling Information > Page 1922 coolant system integrity and will no longer be considered a 5 yr/150,000 mile (240,000 km) coolant. Coolant Removal Services/Recycling The tables include all coolant recycling processes currently approved by GM. Also included is a primary phone number and demographic information. Used DEX-COOL(R) can be combined with used conventional coolant (green) for recycling. Depending on the recycling service and/or equipment, it is then designated as a conventional 2 yr/30,000 mile (50,000 km) coolant or DEX-COOL(R) 5 yr/150,000 mile (240,000 km) coolant. Recycled coolants as designated in this bulletin may be used during the vehicle(s) warranty period. DEX-COOL(R) Recycling The DEX-COOL(R) recycling service listed in Table 2 has been approved for recycling waste engine coolants (DEX-COOL) or conventional) to DEX-COOL(R) with 5 yr/150,000 mile (240,000 km) usability. Recycling Fluid Technologies is the only licensed provider of Recycled DEX-COOL(R) meeting GM6277M specifications and utilizes GM approved inhibitor packages. This is currently a limited program being monitored by GM Service Operations which will be expanded as demand increases. Conventional (Green) Recycling Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant > Component Information > Technical Service Bulletins > Cooling System - Coolant Recycling Information > Page 1923 Processes shown in the Table 3 are capable of recycling waste engine coolants (DEX-COOL(R) or conventional) to a conventional (green) coolant. Recycling conventional coolant can be accomplished at your facility by a technician using approved EQUIPMENT (listed by model number in Table 3), or by an approved coolant recycling SERVICE which may recycle the coolant at your facility or at an offsite operation. Refer to the table for GM approved coolant recyclers in either of these two categories. Should you decide to recycle the coolant yourself, strict adherence to the operating procedures is imperative. Use ONLY the inhibitor chemicals supplied by the respective (GM approved) recycling equipment manufacturer. Sealing Tablets Cooling System Sealing Tablets (Seal Tabs) should not be used as a regular maintenance item after servicing an engine cooling system. Discoloration of coolant can occur if too many seal tabs have been inserted into the cooling system. This can occur if seal tabs are repeatedly used over the service life of a vehicle. Where appropriate, seal tabs may be used if diagnostics fail to repair a small leak in the cooling system. When a condition appears in which seal tabs may be recommended, a specific bulletin will be released describing their proper usage. Water Quality The integrity of the coolant is dependent upon the quality of DEX-COOL(R) and water. DEX-COOL(R) is a product that has enhanced protection capability as well as an extended service interval. These enhanced properties may be jeopardized by combining DEX-COOL(R) with poor quality water. If you suspect the water in your area of being poor quality, it is recommended you use distilled or de-ionized water with DEX-COOL(R). "Pink" DEX-COOL(R) DEX-COOL(R) is orange in color to distinguish it from other coolants. Due to inconsistencies in the mixing of the dyes used with DEX-COOL(R), some batches may appear pink after time. The color shift from orange to pink does not affect the integrity of the coolant, and still maintains the 5 yr/150,000 mile (240,000 km) service interval. Back Service Only use DEX-COOL(R) if the vehicle was originally equipped with DEX-COOL(R). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant > Component Information > Technical Service Bulletins > Cooling System - Coolant Recycling Information > Page 1924 Contamination Mixing conventional green coolant with DEX-COOL(R) will degrade the service interval from 5 yrs./150,000 miles (240,000 km) to 2 yrs./30,000 miles (50,000 km) if left in the contaminated condition. If contamination occurs, the cooling system must be flushed twice immediately and re-filled with a 50/50 mixture of DEX-COOL(R) and clean water in order to preserve the enhanced properties and extended service interval of DEX-COOL(R). After 5 years/150,000 miles (240,000 km) After 5 yrs/150,000 miles (240,000 km), the coolant should be changed, preferably using a coolant exchanger. If the vehicle was originally equipped with DEX-COOL(R) and has not had problems with contamination from non-DEX-COOL(R) coolants, then the service interval remains the same, and the coolant does not need to be changed for another 5 yrs/150,000 miles (240,000 km) Equipment (Coolant Exchangers) The preferred method of performing coolant replacement is to use a coolant exchanger. A coolant exchanger can replace virtually all of the old coolant with new coolant. Coolant exchangers can be used to perform coolant replacement without spillage, and facilitate easy waste collection. They can also be used to lower the coolant level in a vehicle to allow for less messy servicing of cooling system components. It is recommended that you use a coolant exchanger with a vacuum feature facilitates removing trapped air from the cooling system. This is a substantial time savings over repeatedly thermo cycling the vehicle and topping-off the radiator. The vacuum feature also allows venting of a hot system to relieve system pressure. Approved coolant exchangers are available through the GMDE (General Motors Dealer Equipment) program. For refilling a cooling system that has been partially or fully drained for repairs other than coolant replacement, the Vac-N-Fill Coolant Refill Tool (GE-47716) is recommended to facilitate removal of trapped air from the cooling system during refill. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant > Component Information > Technical Service Bulletins > Cooling System - Coolant Recycling Information > Page 1925 Coolant: Technical Service Bulletins Engine Coolant - Information on Back Service File In Section: 6 - Engine Bulletin No: 53-62-02 Date: November, 1995 Subject: DEX-COOL(TM) Engine Coolant - Information on Back service Models: 1994-95 Passenger Cars and Trucks A new extended-life engine coolant called DEX-COOL(TM) is currently being used in all General Motors' vehicles (excluding Chevrolet Geo and Saturn). Refer to bulletin 53-62-01 for general service information. Backservice DEX-COOL(TM) may be used in General Motors vehicles originally built with conventional (green) coolant with the following considerations: ^ Vehicles eligible for back service are 1994 and 1995 models (excluding 1994 J Body with 4 cylinder engines). ^ The service interval for DEX-COOL(TM) introduced into an older model vehicle originally built with "green" coolant will be 2 years/30,000 miles (50,000 Km) (not 5 years/100,000 miles (160,000 Km)). ^ All the "green" coolant must be removed from the cooling system by means of a system flush. This may be accomplished with a water flushing device or a GMDE waterless coolant changer (use a unit dedicated to "green" coolant, not DEX-COOL TM). Important: When using a GMDE waterless coolant changer, conduct the procedure twice, once with water, and once with DEX-COOL(TM) Backservice with DEX-COOL(TM) is advocated because of enhanced water pump seal durability experienced with this coolant. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant > Component Information > Technical Service Bulletins > Cooling System - Coolant Recycling Information > Page 1926 Coolant: Technical Service Bulletins Warranty - Recycled Engine Coolant Policy Group Ref.: Warranty Administration Bulletin No.: 310504 Date: February, 1994 WARRANTY ADMINISTRATION SUBJECT: RECYCLED ENGINE COOLANT POLICY MODELS: 1994 AND PRIOR PASSENGER CARS AND TRUCKS ATTENTION: WARRANTY CLAIMS ADMINISTRATOR AND SERVICE MANAGER General Motors supports the use of recycled engine coolant for warranty repairs/service, providing a GM approved engine coolant recycling system is used. For detailed information on GM approved engine coolant recycling equipment guidelines refer to the following bulletins: Cadillac 93-1-18, GMC Truck 93-6B-34, Chevrolet 93-73-6B, Pontiac 93-6-18, Oldsmobile 1-93-43, Buick 93-6B-1 (Corporate Number 236203). Recycled coolant will be reimbursed at the GMSPO dealer price for new coolant plus the appropriate mark-up. When coolant replacement is required during a warranty repair, it is crucial to assure that only the relative amount of engine coolant concentrate be charged, not the total diluted volume. In other words, if you are using two gallons of pre-diluted (50:50) recycled engine coolant to service a vehicle, you may request reimbursement for one gallon of Goodwrench engine coolant concentrate at the dealer price plus the appropriate warranty parts handling allowance. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant > Component Information > Technical Service Bulletins > Cooling System - Coolant Recycling Information > Page 1927 Coolant: Technical Service Bulletins Coolant - Information on Propylene Glycol Usage File In Section: 6 - Engine Bulletin No.: 43-62-01B Date: April, 1995 Subject: Propylene Glycol Engine Coolant Models: 1994 and Prior Passenger Cars and Trucks This bulletin is being revised to reflect most current information on propylene glycol engine coolant. Please discard Corporate Bulletin Number 4362O1A (Group Reference 6 - Engine). General Motors has been reviewing data supplied on the performance of propylene glycol engine coolant in GM vehicles. It is our conclusion that propylene glycol engine coolant will perform adequately under most vehicle operating conditions. As a result, propylene glycol engine coolant (meeting performance specification GM 1825M) may be used in GM vehicles and will not affect the warranty coverage. Prior to adding propylene glycol engine coolant to the cooling system, all the existing (ethylene glycol) coolant must be removed. This can be accomplished either by utilizing water-based coolant flushing equipment or "waterless quick change" equipment available in the GMDE program. As with any coolant change procedure, be sure to thoroughly purge the heater core and block as well as the radiator before attempting to convert the system to propylene glycol coolant. Freeze/Boil point levels are different for propylene glycol than for ethylene glycol engine coolant. To accurately determine freeze/boil protection level, it is imperative that coolants not be mixed. Removing all the used coolant as previously discussed resolves this concern. Freeze protection of propylene glycol cannot be determined using a standard hydrometer. Rather, a refractometer or test strip must be used. Propylene glycol engine coolants may be recycled in the same manner as conventional ethylene glycol coolant. No adverse effects will be encountered if these coolants are mixed prior to recycling, however, the ratio of propylene glycol coolant to ethylene glycol coolant should be kept low to minimize the effects on freeze point measurements. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant > Component Information > Technical Service Bulletins > Page 1928 Coolant: Specifications Coolant Capacity, Qts. ......................................................................................................................... .............................................................................13.7 Radiator Cap Relief Pressure, Lbs. ................ .............................................................................................................................................................. ........15 Thermo. Opening Temp. ° F ................................................................................................... ...........................................................................................195 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Indicator Lamp > Component Information > Description and Operation Coolant Level Indicator Lamp: Description and Operation DESCRIPTION This lamp will be illuminated when engine coolant level in the radiator drops below a predetermined level. To turn lamp off, check cooling system, then add coolant to bring system to proper level. OPERATION Some vehicles use a buzzer or indicator lamp to convey a low coolant level condition. The buzzer or lamp is activated by a sensor, located in the radiator, when the coolant level becomes one quart low, or more. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Sensor > Component Information > Locations LH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Reservoir > Component Information > Locations LH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Locations RH Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions Radiator Cooling Fan Motor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 1944 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 1945 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 1946 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 1947 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 1948 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 1949 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 1950 Radiator Cooling Fan Motor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 1951 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 1952 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 1953 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 1954 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 1955 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 1956 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 1957 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 1958 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 1959 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 1960 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 1961 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 1962 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 1963 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 1964 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 1965 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 1966 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 1967 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 1968 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 1969 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 1970 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 1971 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 1972 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 1973 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 1974 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 1975 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 1976 Radiator Cooling Fan Motor: Electrical Diagrams Cooling System Fig. 37 Cooling Fan Wiring Circuit Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 1977 Coolant Fan Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Page 1978 Radiator Cooling Fan Motor: Description and Operation DESCRIPTION The cooling fan is controlled by the PCM through the fan relay by inputs received from the engine coolant temperature sensor, intake air temperature sensors, A/C control switch, A/C pressure switch and the vehicle speed sensor. When the PCM grounds circuit 335 the cooling fan begins operation. If engine coolant temperature is in excess of 228°F or when A/C is requested and the A/C pressure is above 200 psi, then the cooling fan will run. When vehicle speed is above 70 MPH the PCM opens the ground circuit to the fan and discontinues fan operation. If A/C head pressure or coolant temperature becomes excessive or diagnostic trouble codes (DTC 14 or 15) are set, the PCM will begin fan operation regardless of vehicle speed. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor > Component Information > Diagrams > Page 1979 Radiator Cooling Fan Motor: Service and Repair 1. Disconnect battery ground cable. 2. Remove air cleaner duct, then air cleaner assembly. 3. Mark latch position for reassembly, then remove primary hood latch. 4. Drain engine coolant to a level below radiator inlet hose, then disconnect radiator inlet hose at radiator and position aside. 5. On models with automatic transmission, disconnect transaxle cooler lines and position aside. 6. On all models, disconnect wiring harness connector at cooling fan, then remove fan assembly from radiator support. 7. Reverse procedure to install. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor Relay > Component Information > Locations > Component Locations Radiator Cooling Fan Motor Relay: Component Locations LH Front Of Engine Compartment LH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor Relay > Component Information > Locations > Component Locations > Page 1984 LH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor Relay > Component Information > Locations > Page 1985 Harness Connector Faces: Coolant Fan Relay Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling Fan Motor Relay > Component Information > Locations > Page 1986 Radiator Cooling Fan Motor Relay: Description and Operation PURPOSE: The electric Cooling Fan is used for engine and A/C condenser cooling and is controlled by the ECM/PCM CIRCUIT DESCRIPTION: Battery voltage to operate the cooling fan motor is supplied to a relay by the ECM/PCM completing a ground. When the ECM/PCM grounds CKT 335 the relay is energized and the cooling fan is turned ON." Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Fan Clutch > Component Information > Description and Operation Fan Clutch: Description and Operation Fig. 1 Typical Variable Speed Cooling Fan Fig. 2 Variable Speed Fan W/Flat Bi-Metal Thermostatic Spring Fig. 3 Variable-Speed Fan W/Coiled Bi-Metal Thermostatic Spring The fan drive clutch, Fig. 1 , is a fluid coupling containing silicone oil. Fan speed is regulated by the torque carrying capacity of the silicone oil. The more silicone oil in the coupling, the greater the fan speed; the less silicone oil, the slower the fan speed. Two types of fan drive clutches are in use. On one, Fig.2 , a bi-metallic strip and control piston on the front of the fluid coupling regulates the amount of silicone oil entering the coupling. The bi-metallic strip flexes outward with an increase in surrounding temperature and allows a piston to move outward. The piston opens a valve regulating the flow of silicone oil into the coupling from a reserve chamber. The silicone oil is returned to the reserve chamber through a bleed hole when the valve is closed. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Fan Clutch > Component Information > Description and Operation > Page 1990 On the other type of fan drive clutch, Fig. 3 , a heat-sensitive, bi-metal spring connected to an opening plate brings about a similar result. Both units cause the fan speed to increase with a rise in temperature and to decrease as the temperature goes down. In some cases a Flex-Fan is used instead of a Fan Drive Clutch. Flexible blades vary the volume of air being drawn through the radiator, automatically increasing the pitch at low engine speeds. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Fan Clutch > Component Information > Description and Operation > Page 1991 Fan Clutch: Testing and Inspection Fig. 4 Bi-Metal Spring Disengagement Do not operate the engine until the fan has been checked for possible cracks and separations. Run the engine at a fast idle speed (1000 RPM) until normal operating temperature is reached. This process can be expedited by blocking off the front of the radiator with a suitable piece of cardboard. Regardless of temperature, the unit must be operated for at least five minutes before being tested. Stop the engine and, using a glove or a cloth, immediately check the effort required to turn the fan. If considerable effort is required, it can be assumed that the coupling is operating satisfactorily. If very little effort is required to turn the fan, it is an indication that the coupling is not operating properly and should be replaced. If the clutch fan is the coiled bi-metal spring type, it may be tested while the vehicle is being driven. To check, disconnect the bi-metal spring, Fig. 4 , and rotate the spring 90° counterclockwise. This disables the temperature controlled free wheeling feature and the clutch performs like a conventional fan. If this cures the overheating condition, replace the fan clutch. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Fan Clutch > Component Information > Description and Operation > Page 1992 Fan Clutch: Service and Repair Fig. 1 Typical Variable Speed Cooling Fan To prevent silicone fluid from draining into fan drive bearing, do not store or place drive unit on bench with rear of shaft pointing downward. The removal procedure for either type of fan clutch assembly is similar for all vehicles. The unit must be unfastened from the water pump, then it may be lifted from the vehicle. The type of unit shown in Fig. 2 may be partially disassembled for inspection and cleaning as follows: 1. Remove capscrews holding assembly together and separate fan from drive clutch. 2. Remove metal strip on front of fan clutch by pushing one end toward fan clutch body to clear retaining bracket. 3. Push strip aside until its opposite end springs out of place, then remove small control piston. 4. Inspect piston for free movement in coupling device. If piston sticks, clean it with emery cloth. If bi-metal strip is damaged, replace entire unit. These strips are not interchangeable. 5. When reassembling, install control piston so that projection on end will contact metal strip, then install metal strip. 6. After reassembly, clean clutch drive with a solvent soaked cloth. Avoid dipping clutch assembly in any type of liquid. 7. Install assembly in vehicle. The coil spring type of fan clutch cannot be disassembled, serviced or repaired. If it does not function properly, it must be replaced with a new unit. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications Coolant Temperature Sensor/Switch (For Computer): Specifications Resistance 177 ohms at 212 deg F 241 ohms at 194 deg F 332 ohms at 176 deg F 467 ohms at 158 deg F 667 ohms at 140 deg F 973 ohms at 122 deg F 1188 ohms at 113 deg F 1459 ohms at 104 deg F 1802 ohms at 95 deg F 2238 ohms at 86 deg F 2796 ohms at 77 deg F 3520 ohms at 68 deg F 4450 ohms at 59 deg F 5670 ohms at 50 deg F 7280 ohms at 41 deg F 9420 ohms at 32 deg F 12300 ohms at 23 deg F 16180 ohms at 14 deg F 21450 ohms at 5 deg F 28680 ohms at -4 deg F 52700 ohms at -22 deg F 100700 ohms at -40 deg F Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications > Page 1997 Coolant Temperature Sensor/Switch (For Computer): Locations Rear Of Engine Compartment LH rear of engine, on Coolant Outlet Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions Coolant Temperature Sensor/Switch (For Computer): Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2000 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2001 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2002 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2003 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2004 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2005 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2006 Coolant Temperature Sensor/Switch (For Computer): Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2007 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2008 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2009 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2010 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2011 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2012 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2013 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2014 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2015 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2016 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2017 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2018 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2019 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2020 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2021 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2022 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2023 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2024 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2025 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2026 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2027 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2028 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2029 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2030 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2031 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2032 Coolant Temperature Sensor Circuit Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Page 2033 Coolant Temperature Sensor/Switch (For Computer): Description and Operation Engine Coolant Temperature Sensor PURPOSE The Engine Coolant Temperature sensor (ECT) is used to control: ^ Fuel delivery ^ Torque Converter Clutch (TCC) ^ Engine Spark Timing (EST) ^ Controlled Canister Purge (CCP) ^ Idle Air Control (IAC) ^ Cooling Fan OPERATION: The ECT is a thermistor that is located in the engine coolant flow. When the coolant temperature is low, the sensor produces a high resistance. When the coolant temperature is high, the sensor produces a low resistance. The ECM sends a 5.0 volt signal to the ECT through a resistor in the computer and measures the voltage. The voltage will be high or low depending on coolant temperature. With the ECT varying its resistance, the ECM can sense engine coolant temperature by reading the varying voltage. LOCATION: Engine thermostat and coolant outlet. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Temperature Sensor (Gauge) > Component Information > Technical Service Bulletins > Customer Interest for Temperature Sensor (Gauge): > 478101 > Apr > 94 > Temperature Gauge - Fluctuation Temperature Sensor (Gauge): Customer Interest Temperature Gauge - Fluctuation Group Ref.: Chassis/Body Electrical Bulletin No.: 478101 Date: April, 1994 INFORMATION SUBJECT: TEMPERATURE GAUGE FLUCTUATION MODELS: 1992-94 CHEVROLET CAVALIER, CORSICA AND BERETTA 1993-94 BUICK CENTURY 1993-94 OLDSMOBILE CUTLASS CIERA WITH 2.2L ENGINE (RPO LN2 - VIN 4) 1994 CHEVROLET AND GMC TRUCK S TRUCKS WITH 2.2L ENGINE (RPO LN2 - VIN 4) Some vehicles described above may exhibit a condition where temperature gauge readings fluctuate in the normal range. These gauge fluctuations may be as much as 1/4 of the scale, however, the indicator should never enter the red high temperature warning area of the gauge under normal operating conditions. Coolant temperature sensor location combined with the thermostat cycling characteristics contribute to this sensitivity. The condition is considered a normal characteristic of this engine and should not be cause for instrument panel cluster, gauge, indicator sender, or engine coolant thermostat replacement or alteration. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Temperature Sensor (Gauge) > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Temperature Sensor (Gauge): > 478101 > Apr > 94 > Temperature Gauge - Fluctuation Temperature Sensor (Gauge): All Technical Service Bulletins Temperature Gauge - Fluctuation Group Ref.: Chassis/Body Electrical Bulletin No.: 478101 Date: April, 1994 INFORMATION SUBJECT: TEMPERATURE GAUGE FLUCTUATION MODELS: 1992-94 CHEVROLET CAVALIER, CORSICA AND BERETTA 1993-94 BUICK CENTURY 1993-94 OLDSMOBILE CUTLASS CIERA WITH 2.2L ENGINE (RPO LN2 - VIN 4) 1994 CHEVROLET AND GMC TRUCK S TRUCKS WITH 2.2L ENGINE (RPO LN2 - VIN 4) Some vehicles described above may exhibit a condition where temperature gauge readings fluctuate in the normal range. These gauge fluctuations may be as much as 1/4 of the scale, however, the indicator should never enter the red high temperature warning area of the gauge under normal operating conditions. Coolant temperature sensor location combined with the thermostat cycling characteristics contribute to this sensitivity. The condition is considered a normal characteristic of this engine and should not be cause for instrument panel cluster, gauge, indicator sender, or engine coolant thermostat replacement or alteration. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Temperature Sensor (Gauge) > Component Information > Technical Service Bulletins > Page 2047 Temperature Sensor (Gauge): Locations Rear Of Engine Compartment LH rear of engine, on Coolant Outlet Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature Sensor/Switch > Temperature Switch (Warning Indicator) > Component Information > Description and Operation Temperature Switch (Warning Indicator): Description and Operation DESCRIPTION If the red light is not lit when the engine is being cranked, check for a burned out bulb, an open in the light circuit, or a defective ignition switch. If the red light is lit when the engine is running, check the wiring between light and switch for a ground, temperature switch defective, or overheated cooling system. As a test circuit to check whether the red bulb is functioning properly, a wire which is connected to the ground terminal of the ignition switch is tapped into its circuit. When the ignition is in the start engine cranking position, the ground terminal is grounded inside the switch and the red bulb will be lit. When the engine is started and the ignition switch is in the on position, the test circuit is opened and the bulb is then controlled by the temperature switch. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Heater Core > Component Information > Technical Service Bulletins > Cooling System, A/C - Aluminum Heater Cores/Radiators Heater Core: Technical Service Bulletins Cooling System, A/C - Aluminum Heater Cores/Radiators INFORMATION Bulletin No.: 05-06-02-001A Date: July 16, 2008 Subject: Information On Aluminum Heater Core and/or Radiator Replacement Models: 2005 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2005 HUMMER H2 Supercede: This bulletin is being revised to update the Warranty Information. Please discard Corporate Bulletin Number 05-06-02-001 (Section 06 - Engine/Propulsion System). Important: 2004-05 Chevrolet Aveo (Pontiac Wave, Canada Only) does not use DEX-COOL(R). Refer to the flushing procedure explained later in this bulletin. The following information should be utilized when servicing aluminum heater core and/or radiators on repeat visits. A replacement may be necessary because erosion, corrosion, or insufficient inhibitor levels may cause damage to the heater core, radiator or water pump. A coolant check should be performed whenever a heater core, radiator, or water pump is replaced. The following procedures/ inspections should be done to verify proper coolant effectiveness. Caution: To avoid being burned, do not remove the radiator cap or surge tank cap while the engine is hot. The cooling system will release scalding fluid and steam under pressure if the radiator cap or surge tank cap is removed while the engine and radiator are still hot. Important: If the vehicle's coolant is low, drained out, or the customer has repeatedly added coolant or water to the system, then the system should be completely flushed using the procedure explained later in this bulletin. Technician Diagnosis ^ Verify coolant concentration. A 50% coolant/water solution ensures proper freeze and corrosion protection. Inhibitor levels cannot be easily measured in the field, but can be indirectly done by the measurement of coolant concentration. This must be done by using a Refractometer J 23688 (Fahrenheit scale) or J 26568 (centigrade scale), or equivalent, coolant tester. The Refractometer uses a minimal amount of coolant that can be taken from the coolant recovery reservoir, radiator or the engine block. Inexpensive gravity float testers (floating balls) will not completely analyze the coolant concentration fully and should not be used. The concentration levels should be between 50% and 65% coolant concentrate. This mixture will have a freeze point protection of -34 degrees Fahrenheit (-37 degrees Celsius). If the concentration is below 50%, the cooling system must be flushed. ^ Inspect the coolant flow restrictor if the vehicle is equipped with one. Refer to Service Information (SI) and/or the appropriate Service Manual for component location and condition for operation. ^ Verify that no electrolysis is present in the cooling system. This electrolysis test can be performed before or after the system has been repaired. Use a digital voltmeter set to 12 volts. Attach one test lead to the negative battery post and insert the other test lead into the radiator coolant, making sure the lead does not touch the filler neck or core. Any voltage reading over 0.3 volts indicates that stray current is finding its way into the coolant. Electrolysis is often an intermittent condition that occurs when a device or accessory that is mounted to the radiator is energized. This type of current could be caused from a poorly grounded cooling fan or some other accessory and can be verified by watching the volt meter and turning on and off various accessories or engage the starter motor. Before using one of the following flush procedures, the coolant recovery reservoir must be removed, drained, cleaned and reinstalled before refilling the system. Notice: ^ Using coolant other than DEX‐COOL(R) may cause premature engine, heater core or radiator corrosion. In addition, the engine coolant may require changing sooner, at 30,000 miles (50,000 km) or 24 months, whichever occurs first. Any repairs would not be covered by your warranty. Always use DEX‐COOL(R) (silicate free) coolant in your vehicle. ^ If you use an improper coolant mixture, your engine could overheat and be badly damaged. The repair cost would not be covered by your warranty. Too much water in the mixture can freeze and crack the engine, radiator, heater core and other parts. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Heater Core > Component Information > Technical Service Bulletins > Cooling System, A/C - Aluminum Heater Cores/Radiators > Page 2055 Flushing Procedures using DEX-COOL(R) Important: The following procedure recommends refilling the system with DEX-COOL(R), P/N 12346290 (in Canada, use P/N 10953464), GM specification 6277M. This coolant is orange in color and has a service interval of 5 years or 240,000 km (150,000 mi). However, when used on vehicles built prior to the introduction of DEX-COOL(R), maintenance intervals will remain the same as specified in the Owner's Manual. ^ If available, use the approved cooling system flush and fill machine (available through the GM Dealer Equipment Program) following the manufacturer's operating instructions. ^ If approved cooling system flush and fill machine is not available, drain the coolant and dispose of properly following the draining procedures in the appropriate Service Manual. Refill the system using clear, drinkable water and run the vehicle until the thermostat opens. Repeat and run the vehicle three (3) times to totally remove the old coolant or until the drained coolant is almost clear. Once the system is completely flushed, refill the cooling system to a 50%-60% concentration with DEX‐COOL(R), P/N 12346290 (in Canada, use P/N 10953464), GM specification 6277M, following the refill procedures in the appropriate Service Manual. If a Service Manual is not available, fill half the capacity of the system with 100% DEX-COOL(R), P/N 12346290 (in Canada, use P/N 10953464), GM specification 6277M. Then slowly add clear, drinkable water (preferably distilled) to the system until the level of the coolant mixture has reached the base of the radiator neck. Wait two (2) minutes and reverify the coolant level. If necessary, add clean water to restore the coolant to the appropriate level. Once the system is refilled, reverify the coolant concentration using a Refractometer J 23688 (Fahrenheit scale) or J 26568 (centigrade scale) coolant tester, or equivalent. The concentration levels should be between 50% and 65%. Flushing Procedures using Conventional Silicated (Green Colored) Coolant Important: 2004-2005 Chevrolet Aveo (Pontiac Wave, Canada Only) does not use DEX‐COOL(R). The Aveo and Wave are filled with conventional, silicated engine coolant that is blue in color. Silicated coolants are typically green in color and are required to be drained, flushed and refilled every 30,000 miles (48,000 km). The Aveo and Wave are to be serviced with conventional, silicated coolant. Use P/N 12378560 (1 gal) (in Canada, use P/N 88862159 (1 L). Refer to the Owner's Manual or Service Information (SI) for further information on OEM coolant. Important: Do not mix the OEM orange colored DEX-COOL(R) coolant with green colored coolant when adding coolant to the system or when servicing the vehicle's cooling system. Mixing the orange and green colored coolants will produce a brown coolant which may be a customer dissatisfier and will not extend the service interval to that of DEX-COOL(R). Conventional silicated coolants offered by GM Service and Parts Operations are green in color. ^ If available, use the approved cooling system flush and fill machine (available through the GM Dealer Equipment Program) following the manufacturer's operating instructions. ^ If approved cooling systems flush and fill machine is not available, drain coolant and dispose of properly following the draining procedures in appropriate Service Manual. Refill the system using clear, drinkable water and run vehicle until thermostat opens. Repeat and run vehicle three (3) times to totally remove old coolant or until drained coolant is almost clear. Once the system is completely flushed, refill the cooling system to a 50%-60% concentration with a good quality ethylene glycol base engine coolant, P/N 12378560, 1 gal (in Canada, use P/N 88862159 1 L), conforming to GM specification 1825M, or recycled coolant conforming to GM specification 1825M, following the refill procedures in the appropriate Service Manual. If a Service Manual is not available, fill half the capacity of the system with 100% good quality ethylene glycol base (green colored) engine coolant, P/N 12378560 1 gal., (in Canada, use P/N 88862159 1 L) conforming to GM specification 1825M. Then slowly add clear, drinkable water (preferably distilled) to system until the level of the coolant mixture has reached the base of the radiator neck. Wait two (2) minutes and recheck coolant level. If necessary, add clean water to restore coolant to the appropriate level. Once the system is refilled, recheck the coolant concentration using a Refractometer J 23688 (Fahrenheit scale) or J 26568 (centigrade scale) coolant tester, or equivalent. Concentration levels should be between 50% and 65%. Parts Information Warranty Information Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Heater Core > Component Information > Technical Service Bulletins > Cooling System, A/C - Aluminum Heater Cores/Radiators > Page 2056 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Heater Core > Component Information > Service and Repair > With Air Conditioning Heater Core: Service and Repair With Air Conditioning Heater/Evaporator Module REMOVE OR DISCONNECT 1. Negative battery cable and drain cooling system. 2. Raise vehicle and remove drain tube from heater-A/C module. 3. Heater hoses from heater core and lower vehicle. 4. Right and left sound insulators and steering column opening filler. 5. Floor air outlet duct and heater core cover. CAUTION: To avoid breaking the drain tube, carefully pull the heater core cover straight rearward when removing. 6. Heater core mounting clamps and remove heater core. INSTALL OR CONNECT 1. Heater core and heater core mounting clamps. 2. Heater core cover and floor air outlet duct. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Heater Core > Component Information > Service and Repair > With Air Conditioning > Page 2059 3. Right and left sound insulators and steering column opening filler. 4. Raise vehicle and connect heater hoses to heater core. 5. Drain tube to heater case and lower vehicle. 6. Negative battery cable and fill cooling system. 7. Check for leaks. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Heater Core > Component Information > Service and Repair > With Air Conditioning > Page 2060 Heater Core: Service and Repair Without Air Conditioning Heater Module REMOVE OR DISCONNECT 1. Negative battery cable and drain cooling system. 2. Raise vehicle and remove drain tube from heater case. 3. Heater hoses from heater core and lower vehicle. 4. Right and left sound insulators and steering column opening filler. 5. Floor air outlet duct and heater core cover. 6. Heater core mounting clamps and remove heater core. INSTALL OR CONNECT 1. Heater core and heater core mounting clamps. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Heater Core > Component Information > Service and Repair > With Air Conditioning > Page 2061 2. Heater core cover and floor air outlet duct. 3. Right and left sound insulators and steering column opening filler. 4. Raise vehicle and connect heater hoses to heater core. 5. Drain tube to heater case and lower vehicle. 6. Negative battery cable and fill cooling system. 7. Check for leaks. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Lamps and Indicators - Cooling System > Coolant Level Indicator Lamp > Component Information > Description and Operation Coolant Level Indicator Lamp: Description and Operation DESCRIPTION This lamp will be illuminated when engine coolant level in the radiator drops below a predetermined level. To turn lamp off, check cooling system, then add coolant to bring system to proper level. OPERATION Some vehicles use a buzzer or indicator lamp to convey a low coolant level condition. The buzzer or lamp is activated by a sensor, located in the radiator, when the coolant level becomes one quart low, or more. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Lamps and Indicators - Cooling System > Temperature Gauge > Component Information > Technical Service Bulletins > Customer Interest for Temperature Gauge: > 478101 > Apr > 94 > Temperature Gauge - Fluctuation Temperature Gauge: Customer Interest Temperature Gauge - Fluctuation Group Ref.: Chassis/Body Electrical Bulletin No.: 478101 Date: April, 1994 INFORMATION SUBJECT: TEMPERATURE GAUGE FLUCTUATION MODELS: 1992-94 CHEVROLET CAVALIER, CORSICA AND BERETTA 1993-94 BUICK CENTURY 1993-94 OLDSMOBILE CUTLASS CIERA WITH 2.2L ENGINE (RPO LN2 - VIN 4) 1994 CHEVROLET AND GMC TRUCK S TRUCKS WITH 2.2L ENGINE (RPO LN2 - VIN 4) Some vehicles described above may exhibit a condition where temperature gauge readings fluctuate in the normal range. These gauge fluctuations may be as much as 1/4 of the scale, however, the indicator should never enter the red high temperature warning area of the gauge under normal operating conditions. Coolant temperature sensor location combined with the thermostat cycling characteristics contribute to this sensitivity. The condition is considered a normal characteristic of this engine and should not be cause for instrument panel cluster, gauge, indicator sender, or engine coolant thermostat replacement or alteration. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Lamps and Indicators - Cooling System > Temperature Gauge > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Temperature Gauge: > 478101 > Apr > 94 > Temperature Gauge - Fluctuation Temperature Gauge: All Technical Service Bulletins Temperature Gauge - Fluctuation Group Ref.: Chassis/Body Electrical Bulletin No.: 478101 Date: April, 1994 INFORMATION SUBJECT: TEMPERATURE GAUGE FLUCTUATION MODELS: 1992-94 CHEVROLET CAVALIER, CORSICA AND BERETTA 1993-94 BUICK CENTURY 1993-94 OLDSMOBILE CUTLASS CIERA WITH 2.2L ENGINE (RPO LN2 - VIN 4) 1994 CHEVROLET AND GMC TRUCK S TRUCKS WITH 2.2L ENGINE (RPO LN2 - VIN 4) Some vehicles described above may exhibit a condition where temperature gauge readings fluctuate in the normal range. These gauge fluctuations may be as much as 1/4 of the scale, however, the indicator should never enter the red high temperature warning area of the gauge under normal operating conditions. Coolant temperature sensor location combined with the thermostat cycling characteristics contribute to this sensitivity. The condition is considered a normal characteristic of this engine and should not be cause for instrument panel cluster, gauge, indicator sender, or engine coolant thermostat replacement or alteration. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Lamps and Indicators - Cooling System > Temperature Gauge > Component Information > Technical Service Bulletins > Page 2079 Temperature Gauge: Description and Operation DESCRIPTION This temperature indicating system consists of a sending unit, located on the cylinder head, electrical temperature gauge and an instrument voltage regulator. OPERATION As engine temperature increases or decreases, the resistance of the sending unit changes, in turn controlling current flow through the gauge. When engine temperature is low sending unit resistance is high, current flow through the gauge is restricted, and the gauge pointer remains against the stop or moves very little. As engine temperature increases sending unit resistance decreases and current flow through the gauge increases, resulting in increased pointer movement. Troubleshooting for the electrical temperature indicating system is the same as for the electrical oil pressure indicating system. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Lamps and Indicators - Cooling System > Temperature Warning Lamp/Indicator, Engine Cooling > Component Information > Technical Service Bulletins > Customer Interest for Temperature Warning Lamp/Indicator: > 478101 > Apr > 94 > Temperature Gauge - Fluctuation Temperature Warning Lamp/Indicator: Customer Interest Temperature Gauge - Fluctuation Group Ref.: Chassis/Body Electrical Bulletin No.: 478101 Date: April, 1994 INFORMATION SUBJECT: TEMPERATURE GAUGE FLUCTUATION MODELS: 1992-94 CHEVROLET CAVALIER, CORSICA AND BERETTA 1993-94 BUICK CENTURY 1993-94 OLDSMOBILE CUTLASS CIERA WITH 2.2L ENGINE (RPO LN2 - VIN 4) 1994 CHEVROLET AND GMC TRUCK S TRUCKS WITH 2.2L ENGINE (RPO LN2 - VIN 4) Some vehicles described above may exhibit a condition where temperature gauge readings fluctuate in the normal range. These gauge fluctuations may be as much as 1/4 of the scale, however, the indicator should never enter the red high temperature warning area of the gauge under normal operating conditions. Coolant temperature sensor location combined with the thermostat cycling characteristics contribute to this sensitivity. The condition is considered a normal characteristic of this engine and should not be cause for instrument panel cluster, gauge, indicator sender, or engine coolant thermostat replacement or alteration. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Lamps and Indicators - Cooling System > Temperature Warning Lamp/Indicator, Engine Cooling > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Temperature Warning Lamp/Indicator: > 478101 > Apr > 94 > Temperature Gauge Fluctuation Temperature Warning Lamp/Indicator: All Technical Service Bulletins Temperature Gauge Fluctuation Group Ref.: Chassis/Body Electrical Bulletin No.: 478101 Date: April, 1994 INFORMATION SUBJECT: TEMPERATURE GAUGE FLUCTUATION MODELS: 1992-94 CHEVROLET CAVALIER, CORSICA AND BERETTA 1993-94 BUICK CENTURY 1993-94 OLDSMOBILE CUTLASS CIERA WITH 2.2L ENGINE (RPO LN2 - VIN 4) 1994 CHEVROLET AND GMC TRUCK S TRUCKS WITH 2.2L ENGINE (RPO LN2 - VIN 4) Some vehicles described above may exhibit a condition where temperature gauge readings fluctuate in the normal range. These gauge fluctuations may be as much as 1/4 of the scale, however, the indicator should never enter the red high temperature warning area of the gauge under normal operating conditions. Coolant temperature sensor location combined with the thermostat cycling characteristics contribute to this sensitivity. The condition is considered a normal characteristic of this engine and should not be cause for instrument panel cluster, gauge, indicator sender, or engine coolant thermostat replacement or alteration. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Lamps and Indicators - Cooling System > Temperature Warning Lamp/Indicator, Engine Cooling > Component Information > Technical Service Bulletins > Page 2093 Temperature Warning Lamp/Indicator: Description and Operation DESCRIPTION If the red light is not lit when the engine is being cranked, check for a burned out bulb, an open in the light circuit, or a defective ignition switch. If the red light is lit when the engine is running, check the wiring between light and switch for a ground, temperature switch defective, or overheated cooling system. As a test circuit to check whether the red bulb is functioning properly, a wire which is connected to the ground terminal of the ignition switch is tapped into its circuit. When the ignition is in the start engine cranking position, the ground terminal is grounded inside the switch and the red bulb will be lit. When the engine is started and the ignition switch is in the on position, the test circuit is opened and the bulb is then controlled by the temperature switch. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator > Component Information > Technical Service Bulletins > Cooling System, A/C - Aluminum Heater Cores/Radiators Radiator: Technical Service Bulletins Cooling System, A/C - Aluminum Heater Cores/Radiators INFORMATION Bulletin No.: 05-06-02-001A Date: July 16, 2008 Subject: Information On Aluminum Heater Core and/or Radiator Replacement Models: 2005 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2005 HUMMER H2 Supercede: This bulletin is being revised to update the Warranty Information. Please discard Corporate Bulletin Number 05-06-02-001 (Section 06 - Engine/Propulsion System). Important: 2004-05 Chevrolet Aveo (Pontiac Wave, Canada Only) does not use DEX-COOL(R). Refer to the flushing procedure explained later in this bulletin. The following information should be utilized when servicing aluminum heater core and/or radiators on repeat visits. A replacement may be necessary because erosion, corrosion, or insufficient inhibitor levels may cause damage to the heater core, radiator or water pump. A coolant check should be performed whenever a heater core, radiator, or water pump is replaced. The following procedures/ inspections should be done to verify proper coolant effectiveness. Caution: To avoid being burned, do not remove the radiator cap or surge tank cap while the engine is hot. The cooling system will release scalding fluid and steam under pressure if the radiator cap or surge tank cap is removed while the engine and radiator are still hot. Important: If the vehicle's coolant is low, drained out, or the customer has repeatedly added coolant or water to the system, then the system should be completely flushed using the procedure explained later in this bulletin. Technician Diagnosis ^ Verify coolant concentration. A 50% coolant/water solution ensures proper freeze and corrosion protection. Inhibitor levels cannot be easily measured in the field, but can be indirectly done by the measurement of coolant concentration. This must be done by using a Refractometer J 23688 (Fahrenheit scale) or J 26568 (centigrade scale), or equivalent, coolant tester. The Refractometer uses a minimal amount of coolant that can be taken from the coolant recovery reservoir, radiator or the engine block. Inexpensive gravity float testers (floating balls) will not completely analyze the coolant concentration fully and should not be used. The concentration levels should be between 50% and 65% coolant concentrate. This mixture will have a freeze point protection of -34 degrees Fahrenheit (-37 degrees Celsius). If the concentration is below 50%, the cooling system must be flushed. ^ Inspect the coolant flow restrictor if the vehicle is equipped with one. Refer to Service Information (SI) and/or the appropriate Service Manual for component location and condition for operation. ^ Verify that no electrolysis is present in the cooling system. This electrolysis test can be performed before or after the system has been repaired. Use a digital voltmeter set to 12 volts. Attach one test lead to the negative battery post and insert the other test lead into the radiator coolant, making sure the lead does not touch the filler neck or core. Any voltage reading over 0.3 volts indicates that stray current is finding its way into the coolant. Electrolysis is often an intermittent condition that occurs when a device or accessory that is mounted to the radiator is energized. This type of current could be caused from a poorly grounded cooling fan or some other accessory and can be verified by watching the volt meter and turning on and off various accessories or engage the starter motor. Before using one of the following flush procedures, the coolant recovery reservoir must be removed, drained, cleaned and reinstalled before refilling the system. Notice: ^ Using coolant other than DEX‐COOL(R) may cause premature engine, heater core or radiator corrosion. In addition, the engine coolant may require changing sooner, at 30,000 miles (50,000 km) or 24 months, whichever occurs first. Any repairs would not be covered by your warranty. Always use DEX‐COOL(R) (silicate free) coolant in your vehicle. ^ If you use an improper coolant mixture, your engine could overheat and be badly damaged. The repair cost would not be covered by your warranty. Too much water in the mixture can freeze and crack the engine, radiator, heater core and other parts. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator > Component Information > Technical Service Bulletins > Cooling System, A/C - Aluminum Heater Cores/Radiators > Page 2098 Flushing Procedures using DEX-COOL(R) Important: The following procedure recommends refilling the system with DEX-COOL(R), P/N 12346290 (in Canada, use P/N 10953464), GM specification 6277M. This coolant is orange in color and has a service interval of 5 years or 240,000 km (150,000 mi). However, when used on vehicles built prior to the introduction of DEX-COOL(R), maintenance intervals will remain the same as specified in the Owner's Manual. ^ If available, use the approved cooling system flush and fill machine (available through the GM Dealer Equipment Program) following the manufacturer's operating instructions. ^ If approved cooling system flush and fill machine is not available, drain the coolant and dispose of properly following the draining procedures in the appropriate Service Manual. Refill the system using clear, drinkable water and run the vehicle until the thermostat opens. Repeat and run the vehicle three (3) times to totally remove the old coolant or until the drained coolant is almost clear. Once the system is completely flushed, refill the cooling system to a 50%-60% concentration with DEX‐COOL(R), P/N 12346290 (in Canada, use P/N 10953464), GM specification 6277M, following the refill procedures in the appropriate Service Manual. If a Service Manual is not available, fill half the capacity of the system with 100% DEX-COOL(R), P/N 12346290 (in Canada, use P/N 10953464), GM specification 6277M. Then slowly add clear, drinkable water (preferably distilled) to the system until the level of the coolant mixture has reached the base of the radiator neck. Wait two (2) minutes and reverify the coolant level. If necessary, add clean water to restore the coolant to the appropriate level. Once the system is refilled, reverify the coolant concentration using a Refractometer J 23688 (Fahrenheit scale) or J 26568 (centigrade scale) coolant tester, or equivalent. The concentration levels should be between 50% and 65%. Flushing Procedures using Conventional Silicated (Green Colored) Coolant Important: 2004-2005 Chevrolet Aveo (Pontiac Wave, Canada Only) does not use DEX‐COOL(R). The Aveo and Wave are filled with conventional, silicated engine coolant that is blue in color. Silicated coolants are typically green in color and are required to be drained, flushed and refilled every 30,000 miles (48,000 km). The Aveo and Wave are to be serviced with conventional, silicated coolant. Use P/N 12378560 (1 gal) (in Canada, use P/N 88862159 (1 L). Refer to the Owner's Manual or Service Information (SI) for further information on OEM coolant. Important: Do not mix the OEM orange colored DEX-COOL(R) coolant with green colored coolant when adding coolant to the system or when servicing the vehicle's cooling system. Mixing the orange and green colored coolants will produce a brown coolant which may be a customer dissatisfier and will not extend the service interval to that of DEX-COOL(R). Conventional silicated coolants offered by GM Service and Parts Operations are green in color. ^ If available, use the approved cooling system flush and fill machine (available through the GM Dealer Equipment Program) following the manufacturer's operating instructions. ^ If approved cooling systems flush and fill machine is not available, drain coolant and dispose of properly following the draining procedures in appropriate Service Manual. Refill the system using clear, drinkable water and run vehicle until thermostat opens. Repeat and run vehicle three (3) times to totally remove old coolant or until drained coolant is almost clear. Once the system is completely flushed, refill the cooling system to a 50%-60% concentration with a good quality ethylene glycol base engine coolant, P/N 12378560, 1 gal (in Canada, use P/N 88862159 1 L), conforming to GM specification 1825M, or recycled coolant conforming to GM specification 1825M, following the refill procedures in the appropriate Service Manual. If a Service Manual is not available, fill half the capacity of the system with 100% good quality ethylene glycol base (green colored) engine coolant, P/N 12378560 1 gal., (in Canada, use P/N 88862159 1 L) conforming to GM specification 1825M. Then slowly add clear, drinkable water (preferably distilled) to system until the level of the coolant mixture has reached the base of the radiator neck. Wait two (2) minutes and recheck coolant level. If necessary, add clean water to restore coolant to the appropriate level. Once the system is refilled, recheck the coolant concentration using a Refractometer J 23688 (Fahrenheit scale) or J 26568 (centigrade scale) coolant tester, or equivalent. Concentration levels should be between 50% and 65%. Parts Information Warranty Information Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator > Component Information > Technical Service Bulletins > Cooling System, A/C - Aluminum Heater Cores/Radiators > Page 2099 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator > Component Information > Technical Service Bulletins > Cooling System, A/C - Aluminum Heater Cores/Radiators > Page 2100 Radiator: Technical Service Bulletins Cooling - Radiator Repair/Replacement Guidelines File In Section: 06 - Engine/Propulsion System Bulletin No.: 99-06-02-017 Date: October, 1999 INFORMATION Subject: Radiator Repair/Replacement Guidelines Models: 2000 and Prior Passenger Cars and Trucks If repair of an aluminum/plastic radiator is required, it is recommended that the following guidelines be followed: For Vehicles Under Warranty For aluminum/plastic radiators that have damage to the face of the core including bent fins, punctures, cuts, leaking tubes or header tubes, the aluminum radiator core section should be replaced with a new one. In these cases, if both of the plastic tanks are not damaged, they can be reused with the new core. If one or both of the plastic tanks are damaged along with the core, it is recommended that a complete new radiator assembly be installed. Warranty repairs for leaks at the tank to header (gasket leaks), broken/cracked plastic tanks, cross threaded or leaking oil coolers should be repaired without replacing the complete radiator. This type of repair should be handled by the radiator repair facility in your area. Many of these radiator repair facilities are members of the National Automotive Radiator Service Association (NARSA) who follow industry and General Motors guidelines when repairing radiators. These facilities have the special tools, tanks and pressurizing equipment needed to properly test the repaired radiator prior to returning it to the dealership. Many of these facilities receive the repair components directly from General Motors. The sublet expense for a new radiator or the repair of the radiator under warranty should be handled following normal procedures. For Vehicles No Longer Under Warranty The GM released epoxy repair kit referenced in previous publications is no longer available. Repairs to the radiator, rather than replacement, is strictly at the owner's discretion. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator > Component Information > Technical Service Bulletins > Page 2101 Radiator: Specifications Coolant Capacity, Qts. ......................................................................................................................... .............................................................................13.7 Radiator Cap Relief Pressure, Lbs. ................ .............................................................................................................................................................. ........15 Thermo. Opening Temp. ° F ................................................................................................... ...........................................................................................195 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator > Component Information > Technical Service Bulletins > Page 2102 Radiator: Service and Repair 1. Disconnect battery ground cable, then discharge and recover air conditioning refrigerant. 2. Drain and recover engine coolant. 3. Remove hood latch from mounting plate, then both headlight assemblies. 4. Remove radiator mounts, then raise and support vehicle. 5. Disconnect forward SIR sensor harness, then remove cooling fan assembly. 6. Disconnect radiator hoses, then transmission oil cooler lines from radiator. 7. Lower vehicle, then remove hood latch support and forward sensor with wiring harness. 8. Disconnect compressor and accumulator hoses from condenser, discarding O-rings. 9. Disconnect coolant overflow line, then remove radiator. 10. Reverse procedure to install, installing new air conditioning O-rings. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Relays and Modules - Cooling System > Radiator Cooling Fan Motor Relay > Component Information > Locations > Component Locations Radiator Cooling Fan Motor Relay: Component Locations LH Front Of Engine Compartment LH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Relays and Modules - Cooling System > Radiator Cooling Fan Motor Relay > Component Information > Locations > Component Locations > Page 2108 LH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Relays and Modules - Cooling System > Radiator Cooling Fan Motor Relay > Component Information > Locations > Page 2109 Harness Connector Faces: Coolant Fan Relay Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Relays and Modules - Cooling System > Radiator Cooling Fan Motor Relay > Component Information > Locations > Page 2110 Radiator Cooling Fan Motor Relay: Description and Operation PURPOSE: The electric Cooling Fan is used for engine and A/C condenser cooling and is controlled by the ECM/PCM CIRCUIT DESCRIPTION: Battery voltage to operate the cooling fan motor is supplied to a relay by the ECM/PCM completing a ground. When the ECM/PCM grounds CKT 335 the relay is energized and the cooling fan is turned ON." Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Coolant Level Sensor > Component Information > Locations LH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications Coolant Temperature Sensor/Switch (For Computer): Specifications Resistance 177 ohms at 212 deg F 241 ohms at 194 deg F 332 ohms at 176 deg F 467 ohms at 158 deg F 667 ohms at 140 deg F 973 ohms at 122 deg F 1188 ohms at 113 deg F 1459 ohms at 104 deg F 1802 ohms at 95 deg F 2238 ohms at 86 deg F 2796 ohms at 77 deg F 3520 ohms at 68 deg F 4450 ohms at 59 deg F 5670 ohms at 50 deg F 7280 ohms at 41 deg F 9420 ohms at 32 deg F 12300 ohms at 23 deg F 16180 ohms at 14 deg F 21450 ohms at 5 deg F 28680 ohms at -4 deg F 52700 ohms at -22 deg F 100700 ohms at -40 deg F Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications > Page 2119 Coolant Temperature Sensor/Switch (For Computer): Locations Rear Of Engine Compartment LH rear of engine, on Coolant Outlet Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions Coolant Temperature Sensor/Switch (For Computer): Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2122 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2123 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2124 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2125 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2126 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2127 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2128 Coolant Temperature Sensor/Switch (For Computer): Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2129 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2130 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2131 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2132 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2133 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2134 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2135 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2136 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2137 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2138 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2139 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2140 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2141 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2142 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2143 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2144 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2145 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2146 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2147 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2148 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2149 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2150 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2151 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2152 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2153 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2154 Coolant Temperature Sensor Circuit Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Page 2155 Coolant Temperature Sensor/Switch (For Computer): Description and Operation Engine Coolant Temperature Sensor PURPOSE The Engine Coolant Temperature sensor (ECT) is used to control: ^ Fuel delivery ^ Torque Converter Clutch (TCC) ^ Engine Spark Timing (EST) ^ Controlled Canister Purge (CCP) ^ Idle Air Control (IAC) ^ Cooling Fan OPERATION: The ECT is a thermistor that is located in the engine coolant flow. When the coolant temperature is low, the sensor produces a high resistance. When the coolant temperature is high, the sensor produces a low resistance. The ECM sends a 5.0 volt signal to the ECT through a resistor in the computer and measures the voltage. The voltage will be high or low depending on coolant temperature. With the ECT varying its resistance, the ECM can sense engine coolant temperature by reading the varying voltage. LOCATION: Engine thermostat and coolant outlet. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Temperature Sensor (Gauge) > Component Information > Technical Service Bulletins > Customer Interest for Temperature Sensor (Gauge): > 478101 > Apr > 94 > Temperature Gauge Fluctuation Temperature Sensor (Gauge): Customer Interest Temperature Gauge - Fluctuation Group Ref.: Chassis/Body Electrical Bulletin No.: 478101 Date: April, 1994 INFORMATION SUBJECT: TEMPERATURE GAUGE FLUCTUATION MODELS: 1992-94 CHEVROLET CAVALIER, CORSICA AND BERETTA 1993-94 BUICK CENTURY 1993-94 OLDSMOBILE CUTLASS CIERA WITH 2.2L ENGINE (RPO LN2 - VIN 4) 1994 CHEVROLET AND GMC TRUCK S TRUCKS WITH 2.2L ENGINE (RPO LN2 - VIN 4) Some vehicles described above may exhibit a condition where temperature gauge readings fluctuate in the normal range. These gauge fluctuations may be as much as 1/4 of the scale, however, the indicator should never enter the red high temperature warning area of the gauge under normal operating conditions. Coolant temperature sensor location combined with the thermostat cycling characteristics contribute to this sensitivity. The condition is considered a normal characteristic of this engine and should not be cause for instrument panel cluster, gauge, indicator sender, or engine coolant thermostat replacement or alteration. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Temperature Sensor (Gauge) > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Temperature Sensor (Gauge): > 478101 > Apr > 94 > Temperature Gauge - Fluctuation Temperature Sensor (Gauge): All Technical Service Bulletins Temperature Gauge - Fluctuation Group Ref.: Chassis/Body Electrical Bulletin No.: 478101 Date: April, 1994 INFORMATION SUBJECT: TEMPERATURE GAUGE FLUCTUATION MODELS: 1992-94 CHEVROLET CAVALIER, CORSICA AND BERETTA 1993-94 BUICK CENTURY 1993-94 OLDSMOBILE CUTLASS CIERA WITH 2.2L ENGINE (RPO LN2 - VIN 4) 1994 CHEVROLET AND GMC TRUCK S TRUCKS WITH 2.2L ENGINE (RPO LN2 - VIN 4) Some vehicles described above may exhibit a condition where temperature gauge readings fluctuate in the normal range. These gauge fluctuations may be as much as 1/4 of the scale, however, the indicator should never enter the red high temperature warning area of the gauge under normal operating conditions. Coolant temperature sensor location combined with the thermostat cycling characteristics contribute to this sensitivity. The condition is considered a normal characteristic of this engine and should not be cause for instrument panel cluster, gauge, indicator sender, or engine coolant thermostat replacement or alteration. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Temperature Sensor (Gauge) > Component Information > Technical Service Bulletins > Page 2169 Temperature Sensor (Gauge): Locations Rear Of Engine Compartment LH rear of engine, on Coolant Outlet Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System > Engine - Coolant Temperature Sensor/Switch > Temperature Switch (Warning Indicator) > Component Information > Description and Operation Temperature Switch (Warning Indicator): Description and Operation DESCRIPTION If the red light is not lit when the engine is being cranked, check for a burned out bulb, an open in the light circuit, or a defective ignition switch. If the red light is lit when the engine is running, check the wiring between light and switch for a ground, temperature switch defective, or overheated cooling system. As a test circuit to check whether the red bulb is functioning properly, a wire which is connected to the ground terminal of the ignition switch is tapped into its circuit. When the ignition is in the start engine cranking position, the ground terminal is grounded inside the switch and the red bulb will be lit. When the engine is started and the ignition switch is in the on position, the test circuit is opened and the bulb is then controlled by the temperature switch. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Temperature Gauge > Component Information > Technical Service Bulletins > Customer Interest for Temperature Gauge: > 478101 > Apr > 94 > Temperature Gauge - Fluctuation Temperature Gauge: Customer Interest Temperature Gauge - Fluctuation Group Ref.: Chassis/Body Electrical Bulletin No.: 478101 Date: April, 1994 INFORMATION SUBJECT: TEMPERATURE GAUGE FLUCTUATION MODELS: 1992-94 CHEVROLET CAVALIER, CORSICA AND BERETTA 1993-94 BUICK CENTURY 1993-94 OLDSMOBILE CUTLASS CIERA WITH 2.2L ENGINE (RPO LN2 - VIN 4) 1994 CHEVROLET AND GMC TRUCK S TRUCKS WITH 2.2L ENGINE (RPO LN2 - VIN 4) Some vehicles described above may exhibit a condition where temperature gauge readings fluctuate in the normal range. These gauge fluctuations may be as much as 1/4 of the scale, however, the indicator should never enter the red high temperature warning area of the gauge under normal operating conditions. Coolant temperature sensor location combined with the thermostat cycling characteristics contribute to this sensitivity. The condition is considered a normal characteristic of this engine and should not be cause for instrument panel cluster, gauge, indicator sender, or engine coolant thermostat replacement or alteration. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Temperature Gauge > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Temperature Gauge: > 478101 > Apr > 94 > Temperature Gauge - Fluctuation Temperature Gauge: All Technical Service Bulletins Temperature Gauge - Fluctuation Group Ref.: Chassis/Body Electrical Bulletin No.: 478101 Date: April, 1994 INFORMATION SUBJECT: TEMPERATURE GAUGE FLUCTUATION MODELS: 1992-94 CHEVROLET CAVALIER, CORSICA AND BERETTA 1993-94 BUICK CENTURY 1993-94 OLDSMOBILE CUTLASS CIERA WITH 2.2L ENGINE (RPO LN2 - VIN 4) 1994 CHEVROLET AND GMC TRUCK S TRUCKS WITH 2.2L ENGINE (RPO LN2 - VIN 4) Some vehicles described above may exhibit a condition where temperature gauge readings fluctuate in the normal range. These gauge fluctuations may be as much as 1/4 of the scale, however, the indicator should never enter the red high temperature warning area of the gauge under normal operating conditions. Coolant temperature sensor location combined with the thermostat cycling characteristics contribute to this sensitivity. The condition is considered a normal characteristic of this engine and should not be cause for instrument panel cluster, gauge, indicator sender, or engine coolant thermostat replacement or alteration. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Temperature Gauge > Component Information > Technical Service Bulletins > Page 2186 Temperature Gauge: Description and Operation DESCRIPTION This temperature indicating system consists of a sending unit, located on the cylinder head, electrical temperature gauge and an instrument voltage regulator. OPERATION As engine temperature increases or decreases, the resistance of the sending unit changes, in turn controlling current flow through the gauge. When engine temperature is low sending unit resistance is high, current flow through the gauge is restricted, and the gauge pointer remains against the stop or moves very little. As engine temperature increases sending unit resistance decreases and current flow through the gauge increases, resulting in increased pointer movement. Troubleshooting for the electrical temperature indicating system is the same as for the electrical oil pressure indicating system. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Temperature Warning Lamp/Indicator, Engine Cooling > Component Information > Technical Service Bulletins > Customer Interest for Temperature Warning Lamp/Indicator: > 478101 > Apr > 94 > Temperature Gauge - Fluctuation Temperature Warning Lamp/Indicator: Customer Interest Temperature Gauge - Fluctuation Group Ref.: Chassis/Body Electrical Bulletin No.: 478101 Date: April, 1994 INFORMATION SUBJECT: TEMPERATURE GAUGE FLUCTUATION MODELS: 1992-94 CHEVROLET CAVALIER, CORSICA AND BERETTA 1993-94 BUICK CENTURY 1993-94 OLDSMOBILE CUTLASS CIERA WITH 2.2L ENGINE (RPO LN2 - VIN 4) 1994 CHEVROLET AND GMC TRUCK S TRUCKS WITH 2.2L ENGINE (RPO LN2 - VIN 4) Some vehicles described above may exhibit a condition where temperature gauge readings fluctuate in the normal range. These gauge fluctuations may be as much as 1/4 of the scale, however, the indicator should never enter the red high temperature warning area of the gauge under normal operating conditions. Coolant temperature sensor location combined with the thermostat cycling characteristics contribute to this sensitivity. The condition is considered a normal characteristic of this engine and should not be cause for instrument panel cluster, gauge, indicator sender, or engine coolant thermostat replacement or alteration. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Temperature Warning Lamp/Indicator, Engine Cooling > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Temperature Warning Lamp/Indicator: > 478101 > Apr > 94 > Temperature Gauge - Fluctuation Temperature Warning Lamp/Indicator: All Technical Service Bulletins Temperature Gauge Fluctuation Group Ref.: Chassis/Body Electrical Bulletin No.: 478101 Date: April, 1994 INFORMATION SUBJECT: TEMPERATURE GAUGE FLUCTUATION MODELS: 1992-94 CHEVROLET CAVALIER, CORSICA AND BERETTA 1993-94 BUICK CENTURY 1993-94 OLDSMOBILE CUTLASS CIERA WITH 2.2L ENGINE (RPO LN2 - VIN 4) 1994 CHEVROLET AND GMC TRUCK S TRUCKS WITH 2.2L ENGINE (RPO LN2 - VIN 4) Some vehicles described above may exhibit a condition where temperature gauge readings fluctuate in the normal range. These gauge fluctuations may be as much as 1/4 of the scale, however, the indicator should never enter the red high temperature warning area of the gauge under normal operating conditions. Coolant temperature sensor location combined with the thermostat cycling characteristics contribute to this sensitivity. The condition is considered a normal characteristic of this engine and should not be cause for instrument panel cluster, gauge, indicator sender, or engine coolant thermostat replacement or alteration. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Temperature Warning Lamp/Indicator, Engine Cooling > Component Information > Technical Service Bulletins > Page 2200 Temperature Warning Lamp/Indicator: Description and Operation DESCRIPTION If the red light is not lit when the engine is being cranked, check for a burned out bulb, an open in the light circuit, or a defective ignition switch. If the red light is lit when the engine is running, check the wiring between light and switch for a ground, temperature switch defective, or overheated cooling system. As a test circuit to check whether the red bulb is functioning properly, a wire which is connected to the ground terminal of the ignition switch is tapped into its circuit. When the ignition is in the start engine cranking position, the ground terminal is grounded inside the switch and the red bulb will be lit. When the engine is started and the ignition switch is in the on position, the test circuit is opened and the bulb is then controlled by the temperature switch. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Thermostat, Engine Cooling > Component Information > Specifications Thermostat: Specifications Coolant Capacity, Qts. ......................................................................................................................... .............................................................................13.7 Radiator Cap Relief Pressure, Lbs. ................ .............................................................................................................................................................. ........15 Thermo. Opening Temp. ° F ................................................................................................... ...........................................................................................195 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Thermostat, Engine Cooling > Component Information > Specifications > Page 2204 Thermostat: Testing and Inspection Fig. 1 Thermostat. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Thermostat, Engine Cooling > Component Information > Specifications > Page 2205 Thermostat: Service and Repair 1. Disconnect negative battery cable. 2. Drain coolant and remove air cleaner assembly. 3. Remove coolant outlet to inlet manifold attaching bolt and nut, coolant outlet and thermostat. 4. Reverse procedure to install. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Water Pump > Component Information > Service and Repair Water Pump: Service and Repair Fig. 15 Water Pump Mounting 1. Disconnect battery ground cable, then drain cooling system. 2. Disconnect serpentine belt at the water pump pulley. 3. Remove water pump pulley, then the water pump, Fig. 15. 4. Reverse procedure to install. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Catalytic Converter > Component Information > Locations Catalytic Converter: Locations Exhaust System Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Catalytic Converter > Component Information > Locations > Page 2213 Converter Attachment (w/Flange And Clamp) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Catalytic Converter > Component Information > Locations > Page 2214 Catalytic Converter: Description and Operation Converter Types CAUTION: Prolonged operation with a misfiring or flooded engine may cause the converter to overheat. This could cause damage either to the catalyst itself or the operating vehicle and possible personal injury. NOTE: When jacking or lifting vehicle from frame side rails, be certain lift pads DO NOT contact catalytic converter otherwise damage to converter may result. PURPOSE: The Catalytic Converter (CAT) is an emission control device added to the exhaust system to effectively reduce the levels of carbon monoxide, hydrocarbons, and in some cases oxides of nitrogen, exiting the tailpipe. OPERATION: The CAT allows for a faster chemical reaction to take place and although it enters into the chemical reaction, it remains unchanged, ready to repeat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Catalytic Converter > Component Information > Locations > Page 2215 the process. This device sometimes requires the use of heat shields, due to its high operating temperatures. The heat shields are necessary to protect chassis components, passenger compartment, and other areas from heat related damage. CONSTRUCTION: General Motors uses four different converter designs in conjunction with two types of catalysts. The four converter designs are: 1. Single bed monolith 2. Dual bed monolith 3. Single bed pellet 4. Dual bed pellet The two types of catalysts used are an Oxidation catalyst and a Three-Way (Oxidation/Reduction) catalyst. The Oxidation catalyst is coated with a material containing platinum and palladium which lowers levels of carbon monoxide and hydrocarbons. The Three-Way (Oxidation/Reduction) catalyst is coated with platinum and rhodium which lowers levels of oxides of nitrogen (NOx), as well as carbon monoxide and hydrocarbons. All dual bed converters, whether monolith or pellet type, contain both oxidation and three-way catalysts. A small diameter fuel tank filler neck is used on catalytic converter equipped vehicles to prevent the use of leaded fuel pump nozzles. Since the use of leaded fuels, or fuel additives containing lead, contaminates the catalysts, rendering the catalyst ineffective, the use of unleaded fuels is mandatory on catalytic converter equipped vehicles. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Catalytic Converter > Component Information > Locations > Page 2216 Catalytic Converter: Testing and Inspection RESTRICTED EXHAUST TEST Proper diagnosis for a restricted exhaust system is essential before any components are replaced. The following procedure(s) may be used for diagnosis: Exhaust System Test at Oxygen Sensor CHECK AT 02 SENSOR: 1. Carefully remove O2 sensor. 2. Install Exhaust Backpressure Tester in place of 02 sensor. 3. After completing the diagnosis described below, be sure to coat threads of 02 sensor with anti-seize compound prior to re-installation. DIAGNOSIS: 1. With the engine idling at normal operating temperature, transaxle in park or neutral, observe the exhaust system backpressure reading on the gauge. The reading should not exceed .5 psi or 3.4 kPa. Increase engine speed to 3000 rpm and observe gauge. The reading should not exceed .75 psi or 5 kPa. 2. If the backpressure exceeds the given specifications, a restricted exhaust system is indicated. 3. Inspect the entire exhaust system for a collapsed pipe, heat distress, or possible internal muffler failure. 4. If there are no obvious reasons for the excessive backpressure, a restricted catalytic converter should be suspected, and replaced. THERMAL TEST Use a pyrometer to measure the temperature difference between the inlet and outlet. A warm and properly working catalytic converter will show about 100 degrees hotter at the outlet. NOTE: A fuel system that is running rich will not produce a catalyst and will indicate little or no temperature variation. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Exhaust Manifold > Component Information > Specifications Exhaust Manifold: Specifications Component .......................................................................................................................................... ....................................................... Torque/Ft. Lbs. Camshaft Rear Cover .......................................................................................................................... .............................................................................. 6-9 Camshaft Sprocket ......................................... .............................................................................................................................................................. ...... 21 Connecting Rod Nut ................................................................................................................ ........................................................................................... 39 Crankshaft Balancer ........................... .............................................................................................................................................................. .................. 76 Cylinder Head .............................................................................................................. .................................................................................................... [03] Distributor hold-down ........................................................................................................................... ........................................................................ 20-31 Drive Belt Tensioner Bolt .................................. .............................................................................................................................................................. .. 35 Engine Mount Bracket To Body Lower Bolt ................................................................................. .................................................................................... 74 Exhaust Crossover To Right Manifold ....... .............................................................................................................................................................. .......... 18 Exhaust Manifold ................................................................................................................. .............................................................................................. 18 Front Cover ...................................... .............................................................................................................................................................. ................. [01] Front Engine Mount Bracket Body Upper Bolt ..................................................................................... ............................................................................ 74 Front Engine Mount To Bracket Bolt ................. .............................................................................................................................................................. . 50 Front Engine Mount To Bracket Bolt (Bottom) .............................................................................. ................................................................................... 61 Front Engine Mount To Frame Bolt (Top) ... .............................................................................................................................................................. ........ 54 Heat Shield ............................................................................................................................ ............................................................................................... 7 Intake Manifold ................................. .............................................................................................................................................................. .............. 13-25 Main Bearing Cap ....................................................................................................... .................................................................................................. 63-83 Negative Battery Cable .......... .............................................................................................................................................................. .............................. 11 Oil Level Indicator Nut ..................................................................................... ................................................................................................................. 18 Oil Pan .......................... .............................................................................................................................................................. ..................................... [02] Oil Pump Drive .................................................................................................................................... .............................................................................. 25 Oil Pump To Rear Bearing Cap ....................... .............................................................................................................................................................. .... 30 Rear Engine Bracket To Body Bolt ............................................................................................ ........................................................................................ 45 Rear Engine Mount To Engine Bolt ....... .............................................................................................................................................................. .............. 40 Rocker Arm Covers ......................................................................................................... ..................................................................................................... 7 Rocker Arm Nuts ........................ .............................................................................................................................................................. ......................... 18 Spark Plugs .......................................................................................................... .............................................................................................................. 18 Thermostat Housing ........ .............................................................................................................................................................. ................................ 15-23 Timing Chain Dampener .......................................................................... .......................................................................................................................... 15 Torsional Dampener ............................................................................................................................................ ......................................................... 67-85 Water Pump Pulley To Pump Bolts ................................. .................................................................................................................................................. 15 Water Pump To Block .......................................................................................................................... .............................................................................. 18 Water Pump To Front Cover Bolts .................. .............................................................................................................................................................. ...... 7 [01] -- 8 mm bolts, 20 ft. lbs.; 10 mm bolts, 28 ft. lbs. [02] -- 6 mm bolts, 71 inch lbs.; 8 mm bolts, 18 ft. lbs. [03] -- Refer to Cylinder Head Assembly, Replace for tightening sequence & specification. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Exhaust Manifold > Component Information > Specifications > Page 2220 Exhaust Manifold: Service and Repair LEFT SIDE 1. Disconnect battery ground cable and remove air cleaner and inlet hose. 2. Drain cooling system, then remove coolant bypass pipe. 3. Disconnect crossover pipe at manifold, then remove manifold attaching bolts and the manifold. 4. Reverse procedure to install. RIGHT SIDE 1. Disconnect battery ground cable and remove air cleaner. 2. Raise and support vehicle, then remove heat shield. 3. Remove exhaust pipe at crossover, then lower the vehicle. 4. Disconnect oxygen sensor electrical connector. 5. Remove exhaust manifold attaching bolts, then remove manifold. 6. Reverse procedure to install, torque attaching nuts, bolts and screws to specifications. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Exhaust Pipe > Component Information > Specifications Exhaust Pipe: Specifications Component .......................................................................................................................................... ......................................................... Torque/Ft. Lbs. Camshaft Rear Cover .......................................................................................................................... .............................................................................. 6-9 Camshaft Sprocket ......................................... .............................................................................................................................................................. ...... 21 Connecting Rod Nut ................................................................................................................ ........................................................................................... 39 Crankshaft Balancer ........................... .............................................................................................................................................................. .................. 76 Cylinder Head .............................................................................................................. .................................................................................................... [03] Distributor hold-down ........................................................................................................................... ........................................................................ 20-31 Drive Belt Tensioner Bolt .................................. .............................................................................................................................................................. .. 35 Engine Mount Bracket To Body Lower Bolt ................................................................................. .................................................................................... 74 Exhaust Crossover To Right Manifold ....... .............................................................................................................................................................. .......... 18 Exhaust Manifold ................................................................................................................. .............................................................................................. 18 Front Cover ...................................... .............................................................................................................................................................. ................. [01] Front Engine Mount Bracket Body Upper Bolt ..................................................................................... ............................................................................ 74 Front Engine Mount To Bracket Bolt ................. .............................................................................................................................................................. . 50 Front Engine Mount To Bracket Bolt (Bottom) .............................................................................. ................................................................................... 61 Front Engine Mount To Frame Bolt (Top) ... .............................................................................................................................................................. ........ 54 Heat Shield ............................................................................................................................ ............................................................................................... 7 Intake Manifold ................................. .............................................................................................................................................................. .............. 13-25 Main Bearing Cap ....................................................................................................... .................................................................................................. 63-83 Negative Battery Cable .......... .............................................................................................................................................................. .............................. 11 Oil Level Indicator Nut ..................................................................................... ................................................................................................................. 18 Oil Pan .......................... .............................................................................................................................................................. ..................................... [02] Oil Pump Drive .................................................................................................................................... .............................................................................. 25 Oil Pump To Rear Bearing Cap ....................... .............................................................................................................................................................. .... 30 Rear Engine Bracket To Body Bolt ............................................................................................ ........................................................................................ 45 Rear Engine Mount To Engine Bolt ....... .............................................................................................................................................................. .............. 40 Rocker Arm Covers ......................................................................................................... ..................................................................................................... 7 Rocker Arm Nuts ........................ .............................................................................................................................................................. ......................... 18 Spark Plugs .......................................................................................................... .............................................................................................................. 18 Thermostat Housing ........ .............................................................................................................................................................. ................................ 15-23 Timing Chain Dampener .......................................................................... .......................................................................................................................... 15 Torsional Dampener ............................................................................................................................................ ......................................................... 67-85 Water Pump Pulley To Pump Bolts ................................. .................................................................................................................................................. 15 Water Pump To Block .......................................................................................................................... .............................................................................. 18 Water Pump To Front Cover Bolts .................. .............................................................................................................................................................. ...... 7 [01] -- 8 mm bolts, 20 ft. lbs.; 10 mm bolts, 28 ft. lbs. [02] -- 6 mm bolts, 71 inch lbs.; 8 mm bolts, 18 ft. lbs. [03] -- Refer to Cylinder Head Assembly, Replace for tightening sequence & specification. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Exhaust Pipe/Muffler Hanger > Component Information > Specifications Exhaust Pipe/Muffler Hanger: Specifications Component .......................................................................................................................................... ......................................................... Torque/Ft. Lbs. Camshaft Rear Cover .......................................................................................................................... .............................................................................. 6-9 Camshaft Sprocket ......................................... .............................................................................................................................................................. ...... 21 Connecting Rod Nut ................................................................................................................ ........................................................................................... 39 Crankshaft Balancer ........................... .............................................................................................................................................................. .................. 76 Cylinder Head .............................................................................................................. .................................................................................................... [03] Distributor hold-down ........................................................................................................................... ........................................................................ 20-31 Drive Belt Tensioner Bolt .................................. .............................................................................................................................................................. .. 35 Engine Mount Bracket To Body Lower Bolt ................................................................................. .................................................................................... 74 Exhaust Crossover To Right Manifold ....... .............................................................................................................................................................. .......... 18 Exhaust Manifold ................................................................................................................. .............................................................................................. 18 Front Cover ...................................... .............................................................................................................................................................. ................. [01] Front Engine Mount Bracket Body Upper Bolt ..................................................................................... ............................................................................ 74 Front Engine Mount To Bracket Bolt ................. .............................................................................................................................................................. . 50 Front Engine Mount To Bracket Bolt (Bottom) .............................................................................. ................................................................................... 61 Front Engine Mount To Frame Bolt (Top) ... .............................................................................................................................................................. ........ 54 Heat Shield ............................................................................................................................ ............................................................................................... 7 Intake Manifold ................................. .............................................................................................................................................................. .............. 13-25 Main Bearing Cap ....................................................................................................... .................................................................................................. 63-83 Negative Battery Cable .......... .............................................................................................................................................................. .............................. 11 Oil Level Indicator Nut ..................................................................................... ................................................................................................................. 18 Oil Pan .......................... .............................................................................................................................................................. ..................................... [02] Oil Pump Drive .................................................................................................................................... .............................................................................. 25 Oil Pump To Rear Bearing Cap ....................... .............................................................................................................................................................. .... 30 Rear Engine Bracket To Body Bolt ............................................................................................ ........................................................................................ 45 Rear Engine Mount To Engine Bolt ....... .............................................................................................................................................................. .............. 40 Rocker Arm Covers ......................................................................................................... ..................................................................................................... 7 Rocker Arm Nuts ........................ .............................................................................................................................................................. ......................... 18 Spark Plugs .......................................................................................................... .............................................................................................................. 18 Thermostat Housing ........ .............................................................................................................................................................. ................................ 15-23 Timing Chain Dampener .......................................................................... .......................................................................................................................... 15 Torsional Dampener ............................................................................................................................................ ......................................................... 67-85 Water Pump Pulley To Pump Bolts ................................. .................................................................................................................................................. 15 Water Pump To Block .......................................................................................................................... .............................................................................. 18 Water Pump To Front Cover Bolts .................. .............................................................................................................................................................. ...... 7 [01] -- 8 mm bolts, 20 ft. lbs.; 10 mm bolts, 28 ft. lbs. [02] -- 6 mm bolts, 71 inch lbs.; 8 mm bolts, 18 ft. lbs. [03] -- Refer to Cylinder Head Assembly, Replace for tightening sequence & specification. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Heat Shield, Exhaust > Component Information > Specifications Heat Shield: Specifications Component .......................................................................................................................................... ......................................................... Torque/Ft. Lbs. Camshaft Rear Cover .......................................................................................................................... .............................................................................. 6-9 Camshaft Sprocket ......................................... .............................................................................................................................................................. ...... 21 Connecting Rod Nut ................................................................................................................ ........................................................................................... 39 Crankshaft Balancer ........................... .............................................................................................................................................................. .................. 76 Cylinder Head .............................................................................................................. .................................................................................................... [03] Distributor hold-down ........................................................................................................................... ........................................................................ 20-31 Drive Belt Tensioner Bolt .................................. .............................................................................................................................................................. .. 35 Engine Mount Bracket To Body Lower Bolt ................................................................................. .................................................................................... 74 Exhaust Crossover To Right Manifold ....... .............................................................................................................................................................. .......... 18 Exhaust Manifold ................................................................................................................. .............................................................................................. 18 Front Cover ...................................... .............................................................................................................................................................. ................. [01] Front Engine Mount Bracket Body Upper Bolt ..................................................................................... ............................................................................ 74 Front Engine Mount To Bracket Bolt ................. .............................................................................................................................................................. . 50 Front Engine Mount To Bracket Bolt (Bottom) .............................................................................. ................................................................................... 61 Front Engine Mount To Frame Bolt (Top) ... .............................................................................................................................................................. ........ 54 Heat Shield ............................................................................................................................ ............................................................................................... 7 Intake Manifold ................................. .............................................................................................................................................................. .............. 13-25 Main Bearing Cap ....................................................................................................... .................................................................................................. 63-83 Negative Battery Cable .......... .............................................................................................................................................................. .............................. 11 Oil Level Indicator Nut ..................................................................................... ................................................................................................................. 18 Oil Pan .......................... .............................................................................................................................................................. ..................................... [02] Oil Pump Drive .................................................................................................................................... .............................................................................. 25 Oil Pump To Rear Bearing Cap ....................... .............................................................................................................................................................. .... 30 Rear Engine Bracket To Body Bolt ............................................................................................ ........................................................................................ 45 Rear Engine Mount To Engine Bolt ....... .............................................................................................................................................................. .............. 40 Rocker Arm Covers ......................................................................................................... ..................................................................................................... 7 Rocker Arm Nuts ........................ .............................................................................................................................................................. ......................... 18 Spark Plugs .......................................................................................................... .............................................................................................................. 18 Thermostat Housing ........ .............................................................................................................................................................. ................................ 15-23 Timing Chain Dampener .......................................................................... .......................................................................................................................... 15 Torsional Dampener ............................................................................................................................................ ......................................................... 67-85 Water Pump Pulley To Pump Bolts ................................. .................................................................................................................................................. 15 Water Pump To Block .......................................................................................................................... .............................................................................. 18 Water Pump To Front Cover Bolts .................. .............................................................................................................................................................. ...... 7 [01] -- 8 mm bolts, 20 ft. lbs.; 10 mm bolts, 28 ft. lbs. [02] -- 6 mm bolts, 71 inch lbs.; 8 mm bolts, 18 ft. lbs. [03] -- Refer to Cylinder Head Assembly, Replace for tightening sequence & specification. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Muffler > Component Information > Technical Service Bulletins > Customer Interest for Muffler: > 33-17-01A > Dec > 97 > Exhaust System - Paint Peeling from Painted Muffler Muffler: Customer Interest Exhaust System - Paint Peeling from Painted Muffler File In Section: 10 - Body Bulletin No.: 33-17-01A Date: December, 1997 Subject: Paint Peeling from Muffler (New Repair Paint Available) Models: 1993-98 Passenger Cars with Painted Mufflers This bulletin is being revised to add additional model years. Please discard Corporate Bulletin Number 33-17-01 (Section 10 - Body). Condition Some owners may experience paint peeling from the muffler. Correction Clean and repaint the affected area using the following procedure and product. Important: DO NOT REPLACE COMPONENTS TO REPAIR THIS CONDITION. The exhaust system must be cold to begin this procedure. Material Required: * Wabash Products # KB-318-HHHS, available in pints or quarts as ready to spray material (no mixing required). Call Wabash Products, 1-800-326-7269 or 812-232-6097 for pricing and shipping information. Procedure On a cold exhaust system: 1. Raise vehicle on hoist. 2. While supporting exhaust with a transmission jack, remove the rear exhaust system hangers and lower the exhaust. 3. Clean the affected area with a wax and grease remover, lacquer thinner or other suitable solvent. 4. Wire brush the affected area to remove flaking paint and blow off with air. 5. Sand the affected area with # 80 to 150 grit sandpaper to remove rust, dirt or other contaminants. 6. Clean the affected area with a wax and grease remover, lacquer thinner or other suitable solvent. 7. Tape off the rear lower body panels and exhaust pipes forward of mufflers to protect from overspray. 8. Apply paint to affected area in several (6 to 8) thin coats (to prevent sags and runs) obtaining approximately 1 mil paint coverage. 9. Raise exhaust system with jack, reinstall exhaust hangers, lower vehicle and remove from hoist. ^ Allow 30 minutes drying time. 10. In a well ventilated area, start engine and allow to idle for up to 30 minutes until paint is cured and dry. Important: Some "smoking" will occur while curing the paint with the engine running. The paint can be heated and cured while driving, but be careful not to get the exhaust system wet during the first 30 minutes. Warranty Information Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Muffler > Component Information > Technical Service Bulletins > Customer Interest for Muffler: > 33-17-01A > Dec > 97 > Exhaust System - Paint Peeling from Painted Muffler > Page 2238 Labor Material Operation Labor Time Allowance A6150 0.6 hr - Single Exhaust GC Add 0.2 hr - Dual Exhaust GC Important: While the above procedure and materials are correct for vehicles from 1993 to 1998, the Labor Operation and Time Allowance only pertains to vehicles in the Warranty period. * We believe this source and their equipment to be reliable. There may be additional manufacturers of such equipment. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or equipment from these firms or for any such items which may be available from other sources. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Muffler > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Muffler: > 33-17-01A > Dec > 97 > Exhaust System - Paint Peeling from Painted Muffler Muffler: All Technical Service Bulletins Exhaust System - Paint Peeling from Painted Muffler File In Section: 10 - Body Bulletin No.: 33-17-01A Date: December, 1997 Subject: Paint Peeling from Muffler (New Repair Paint Available) Models: 1993-98 Passenger Cars with Painted Mufflers This bulletin is being revised to add additional model years. Please discard Corporate Bulletin Number 33-17-01 (Section 10 - Body). Condition Some owners may experience paint peeling from the muffler. Correction Clean and repaint the affected area using the following procedure and product. Important: DO NOT REPLACE COMPONENTS TO REPAIR THIS CONDITION. The exhaust system must be cold to begin this procedure. Material Required: * Wabash Products # KB-318-HHHS, available in pints or quarts as ready to spray material (no mixing required). Call Wabash Products, 1-800-326-7269 or 812-232-6097 for pricing and shipping information. Procedure On a cold exhaust system: 1. Raise vehicle on hoist. 2. While supporting exhaust with a transmission jack, remove the rear exhaust system hangers and lower the exhaust. 3. Clean the affected area with a wax and grease remover, lacquer thinner or other suitable solvent. 4. Wire brush the affected area to remove flaking paint and blow off with air. 5. Sand the affected area with # 80 to 150 grit sandpaper to remove rust, dirt or other contaminants. 6. Clean the affected area with a wax and grease remover, lacquer thinner or other suitable solvent. 7. Tape off the rear lower body panels and exhaust pipes forward of mufflers to protect from overspray. 8. Apply paint to affected area in several (6 to 8) thin coats (to prevent sags and runs) obtaining approximately 1 mil paint coverage. 9. Raise exhaust system with jack, reinstall exhaust hangers, lower vehicle and remove from hoist. ^ Allow 30 minutes drying time. 10. In a well ventilated area, start engine and allow to idle for up to 30 minutes until paint is cured and dry. Important: Some "smoking" will occur while curing the paint with the engine running. The paint can be heated and cured while driving, but be careful not to get the exhaust system wet during the first 30 minutes. Warranty Information Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Muffler > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Muffler: > 33-17-01A > Dec > 97 > Exhaust System - Paint Peeling from Painted Muffler > Page 2244 Labor Material Operation Labor Time Allowance A6150 0.6 hr - Single Exhaust GC Add 0.2 hr - Dual Exhaust GC Important: While the above procedure and materials are correct for vehicles from 1993 to 1998, the Labor Operation and Time Allowance only pertains to vehicles in the Warranty period. * We believe this source and their equipment to be reliable. There may be additional manufacturers of such equipment. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or equipment from these firms or for any such items which may be available from other sources. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > Engine Controls - Aftermarket Accessory Usage Engine Control Module: Technical Service Bulletins Engine Controls - Aftermarket Accessory Usage INFORMATION Bulletin No.: 04-06-04-054B Date: November 18, 2010 Subject: Info - Non-GM Parts and Accessories (Aftermarket) Models: 2011 and Prior GM Passenger Cars and Trucks Supercede: This bulletin is being revised to add model years and update to the new U.S. Fixed Operation Manager (FOM) and Canada Warranty Manager (WM) names. Please discard Corporate Bulletin Number 04-06-04-054A (Section 06 - Engine/Propulsion System). The recent rise and expansion of companies selling non-GM parts and accessories has made it necessary to issue this reminder to dealers regarding GM's policy on the use and installation of these aftermarket components. When a dealer is performing a repair under the New Vehicle Limited Warranty, they are required to use only genuine GM or GM-approved parts and accessories. This applies to all warranty repairs, special policy repairs or any repairs paid for by GM. Parts and accessories advertised as being "the same" as parts manufactured by GM, but not sold through GM, do not qualify for use in warranty repairs, special policy repairs or any repairs paid for by GM. During a warranty repair, if a GM original equipment part is not available through GM Customer Care and Aftersales (GM CC&A;), ACDelco(R) distributors, other GM dealers or approved sources, the dealer is to obtain comparable, non-GM parts and clearly indicate, in detail, on the repair order the circumstances surrounding why non-GM parts were used. The dealer must give customers written notice, prior to the sale or service, that such parts or accessories are not marketed or warranted by General Motors. It should also be noted that dealers modifying new vehicles and installing equipment, parts and accessories obtained from sources not authorized by GM are responsible for complying with the National Traffic and Motor Vehicle Safety Act. Certain non-approved parts or assemblies, installed by the dealer or its agent not authorized by GM, may result in a change to the vehicle's design characteristics and may affect the vehicle's ability to conform to federal law. Dealers must fully understand that non-GM approved parts may not have been validated, tested or certified for use. This puts the dealer at risk for potential liability in the event of a part or vehicle failure. If a GM part failure occurs as the result of the installation or use of a non-GM approved part, the warranty will not be honored. A good example of non-authorized modification of vehicles is the result of an ever increasing supply of aftermarket devices available to the customer, which claim to increase the horsepower and torque of the Duramax(TM) Diesel Engines. These include the addition of, but are not limited to one or more of the following modifications: - Propane injection - Nitrous oxide injection - Additional modules (black boxes) that connect to the vehicle wiring systems - Revised engine calibrations downloaded for the engine control module - Calibration modules which connect to the vehicle diagnostic connector - Modification to the engine turbocharger waste gate Although the installation of these devices, or modification of vehicle components, can increase engine horsepower and torque, they may also negatively affect the engine emissions, reliability and/or durability. In addition, other powertrain components, such as transmissions, universal joints, drive shafts, and front/rear axle components, can be stressed beyond design safety limits by the installation of these devices. General Motors does not support or endorse the use of devices or modifications that, when installed, increase the engine horsepower and torque. It is because of these unknown stresses, and the potential to alter reliability, durability and emissions performance, that GM has adopted a policy that prevents any UNAUTHORIZED dealer warranty claim submissions to any remaining warranty coverage, to the powertrain and driveline components whenever the presence of a non-GM (aftermarket) calibration is confirmed - even if the non-GM control module calibration is subsequently removed. Refer to the latest version of Bulletin 09-06-04-026 (V8 Gas Engines) or 06-06-01-007 (Duramax(TM) Diesel Engines) for more information on dealer requirements for calibration verification. These same policies apply as they relate to the use of non-GM accessories. Damage or failure from the use or installation of a non-GM accessory will not be covered under warranty. Failure resulting from the alteration or modification of the vehicle, including the cutting, welding or disconnecting of the vehicle's original equipment parts and components will void the warranty. Additionally, dealers will NOT be reimbursed or compensated by GM in the event of any legal inquiry at either the local, state or federal level that Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > Engine Controls - Aftermarket Accessory Usage > Page 2252 results from the alteration or modification of a vehicle using non-GM approved parts or accessories. Dealers should be especially cautious of accessory companies that claim the installation of their product will not void the factory warranty. Many times these companies have even given direction on how to quickly disassemble the accessory in an attempt to preclude the manufacturer from finding out that is has been installed. Any suspect repairs should be reviewed by the Fixed Operations Manager (FOM), and in Canada by the Warranty Manager (WM) for appropriate repair direction. If it is decided that a goodwill repair is to be made on the vehicle, even with the installation of such non-GM approved components, the customer is to be made aware of General Motors position on this issue and is to sign the appropriate goodwill documentation required by General Motors. It is imperative for dealers to understand that by installing such devices, they are jeopardizing not only the warranty coverage, but also the performance and reliability of the customer's vehicle. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Specifications > PCM Connector C1 (Black) Engine Control Module: Specifications PCM Connector C1 (Black) ECM Connector: C1 ECM Connector: C1 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Specifications > PCM Connector C1 (Black) > Page 2255 Engine Control Module: Specifications PCM Connector C2 (Black) ECM Connector: C2 ECM Connector: C2 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Specifications > PCM Connector C1 (Black) > Page 2256 Engine Control Module: Specifications PCM Connector C3 (Green) ECM Connector: C3 ECM Connector: C3 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Locations > Component Locations Behind RH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Locations > Component Locations > Page 2259 Behind RH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > C1 (Black) Engine Control Module: Diagrams C1 (Black) ECM Connector: C1 ECM Connector: C1 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > C1 (Black) > Page 2262 Engine Control Module: Diagrams C2 (Black) ECM Connector: C2 ECM Connector: C2 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > C1 (Black) > Page 2263 Engine Control Module: Diagrams C3 (Green) ECM Connector: C3 ECM Connector: C3 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Page 2264 Engine Control Module: Description and Operation Computer Module PURPOSE: The Electronic Control Module or Powertrain Control Module (ECM/PCM) is the control center of the fuel injection system. It constantly looks at the information from various sensors (inputs) and controls the systems (outputs) that affect vehicle performance. The ECM/PCM also performs the diagnostic function of the system. It can recognize operational problems, alert the driver through the "SERVICE ENGINE SOON" or "MALFUNCTION INDICATOR LAMP" light, and store a code or codes which identify the problem areas to aid the technician in performing repairs. OPERATION: The computer is designed to process the various input information, and send the necessary electrical response to control fuel delivery, spark control, and other emission control systems. The computer can control these devices through the use of Quad Driver Modules (QDM). When the ECM/PCM is commanding a device or a component "ON," the voltage potential of the output is "LOW" or near zero volts. When the ECM/PCM is commanding a device or component "OFF," the voltage potential of the circuit will be "HIGH," or near 12 volts. The primary function of the QDM is to supply the ground for the component being controlled. The input information has an interrelation between sensor output. If one of the input devices failed, such as the oxygen sensor, this could affect more than one of the systems controlled by the computer. The computer has a learning ability which allows it to make corrections for minor variations in the fuel system to improve driveability. If the battery is disconnected to clear trouble codes or for repair, the learning process has to begin all over again, and a change may be noticed in the driving performance of the vehicle. To reset the vehicles learning ability, make sure the engine is at operating temperature and operate the vehicle at part throttle, moderate acceleration, and idle conditions, until normal performance returns. This vehicle is equipped with an ECM/PCM with two parts for service, a controller which is the ECM/PCM itself and a memory calibration unit called a MEM-CAL, PROM, or EPROM. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Testing and Inspection > Pinout Values and Diagnostic Parameters Engine Control Module: Pinout Values and Diagnostic Parameters ECM Connector: C1 ECM Connector: C1 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Testing and Inspection > Pinout Values and Diagnostic Parameters > Page 2267 ECM Connector: C2 ECM Connector: C2 (Description) ECM Connector: C3 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Testing and Inspection > Pinout Values and Diagnostic Parameters > Page 2268 ECM Connector: C3 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Testing and Inspection > Page 2269 Engine Control Module: Service and Repair ECM Remove or Disconnect: 1. Negative battery cable. 2. Interior access panel. 3. Connectors from ECM/PCM. 3. ECM/PCM. NOTICE: To prevent possible electrostatic discharge damage to the ECM/PCM, Do Not touch the connector pins or soldered components on the circuit board. Install or Connect: 1. New ECM/PCM. 2. ECM connectors to ECM/PCM. 3. Negative battery cable. 4. interior access panel. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Locations > Component Locations Fuel Pump Relay: Component Locations RH Rear Of Engine Compartment Right hand rear of the engine compartment, behind the right hand strut tower. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Locations > Component Locations > Page 2275 RH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Locations > Page 2276 Harness Connector Faces: Fuel Pump Relay Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Locations > Page 2277 Fuel Pump Relay: Description and Operation Relay Center PURPOSE: To relay power to the fuel pump. OPERATION: When the ignition key is first turned to the "ON" position, the ECM/PCM will energize the fuel pump relay for two seconds. This increases fuel pressure for cranking. If the engine is not running within two seconds, the ECM/PCM will shut "OFF" the relay and wait until the engine starts. As soon as the engine is cranked, the ECM/PCM will energize the relay and power the fuel pump. NOTE: The fuel pump relay may be bypassed by the oil pressure switch activating the fuel pump. LOCATION: Relay Center. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Locations > Page 2278 Fuel Pump Relay: Service and Repair The fuel pump relay is mounted in the engine compartment. Fuel Pump Relay NOTE: Other than checking for loose connections the only service on the fuel pump relay is replacement. PROCEDURE 1. Verify that the ignition switch is in the "OFF" position. 2. Disconnect the wiring harness plug. 3. Remove the fuel pump relay. 4. Install the new fuel pump relay. 5. Connect the wiring harness plug securely. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Ignition System > Ignition Control Module > Component Information > Locations > Manual RH Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Ignition System > Ignition Control Module > Component Information > Locations > Manual > Page 2284 RH Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Ignition System > Ignition Control Module > Component Information > Locations > Page 2285 Harness Connector Faces: Electronic Ignition (EI) System Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and Modules - Ignition System > Ignition Control Module > Component Information > Locations > Page 2286 Ignition Control Module: Service and Repair REMOVAL 1. Disconnect negative battery cable. 2. Ignition Coils. 3. Module from assembly plate. INSTALLATION 1. Module to assembly plate. 2. Ignition Coils. 3. Negative battery cable. IDLE LEARN PROCEDURE: Any time the battery is disconnected, the programmed position of the IAC valve pintle is lost, and replaced with a default value. To return the IAC valve pintle to the correct position, perform the following procedure: 1. After restoring battery power, connect the Tech 1 "SCAN" tool. 2. Select "IAC SYSTEM," then select "IDLE LEARN" in the "MISC TEST" mode. 3. Proceed with idle learn as directed. ^ This procedure allows the ECM memory to be updated with the correct IAC valve pintle position, for the vehicle, and provide a stable idle speed. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications Coolant Temperature Sensor/Switch (For Computer): Specifications Resistance 177 ohms at 212 deg F 241 ohms at 194 deg F 332 ohms at 176 deg F 467 ohms at 158 deg F 667 ohms at 140 deg F 973 ohms at 122 deg F 1188 ohms at 113 deg F 1459 ohms at 104 deg F 1802 ohms at 95 deg F 2238 ohms at 86 deg F 2796 ohms at 77 deg F 3520 ohms at 68 deg F 4450 ohms at 59 deg F 5670 ohms at 50 deg F 7280 ohms at 41 deg F 9420 ohms at 32 deg F 12300 ohms at 23 deg F 16180 ohms at 14 deg F 21450 ohms at 5 deg F 28680 ohms at -4 deg F 52700 ohms at -22 deg F 100700 ohms at -40 deg F Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications > Page 2292 Coolant Temperature Sensor/Switch (For Computer): Locations Rear Of Engine Compartment LH rear of engine, on Coolant Outlet Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions Coolant Temperature Sensor/Switch (For Computer): Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2295 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2296 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2297 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2298 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2299 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2300 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2301 Coolant Temperature Sensor/Switch (For Computer): Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2302 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2303 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2304 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2305 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2306 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2307 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2308 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2309 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2310 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2311 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2312 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2313 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2314 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2315 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2316 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2317 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2318 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2319 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2320 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2321 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2322 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2323 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2324 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2325 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2326 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2327 Coolant Temperature Sensor Circuit Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Page 2328 Coolant Temperature Sensor/Switch (For Computer): Description and Operation Engine Coolant Temperature Sensor PURPOSE The Engine Coolant Temperature sensor (ECT) is used to control: ^ Fuel delivery ^ Torque Converter Clutch (TCC) ^ Engine Spark Timing (EST) ^ Controlled Canister Purge (CCP) ^ Idle Air Control (IAC) ^ Cooling Fan OPERATION: The ECT is a thermistor that is located in the engine coolant flow. When the coolant temperature is low, the sensor produces a high resistance. When the coolant temperature is high, the sensor produces a low resistance. The ECM sends a 5.0 volt signal to the ECT through a resistor in the computer and measures the voltage. The voltage will be high or low depending on coolant temperature. With the ECT varying its resistance, the ECM can sense engine coolant temperature by reading the varying voltage. LOCATION: Engine thermostat and coolant outlet. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Locations Crankshaft Position Sensor: Locations Crankshaft Position Sensor RH rear of engine, on exhaust manifold Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Locations > Page 2332 Crankshaft Position Sensor: Description and Operation Typical DIS Crankshaft Sensor PURPOSE: The crankshaft sensor provides a signal through the Direct Ignition (DI), which the ECM uses as reference to calculate rpm and crankshaft position. OPERATION: This sensor protrudes into the block, within approximately .050" of the engine crankshaft reluctor. The reluctor is a special wheel cast into the crankshaft with seven slots cast into it, six of which are evenly spaced 60° apart. A seventh slot is spaced 10° from one of the other slots and serves to generate a "sync pulse." As the reluctor rotates as part of the crankshaft, the slots change the magnetic field of the sensor, creating an induced voltage pulse. Based on the crank sensor pulses, the ignition module sends reference signals to the ECM which are used to indicate crankshaft position and engine speed. LOCATION: This sensor is mounted remotely from the ignition module, right hand side of engine, at the end of the crank shaft. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Locations > Page 2333 Crankshaft Position Sensor: Service and Repair Crankshaft Position Sensor Remove or Disconnect 1. Sensor harness connector. 2. Sensor to block bolt. 3. Sensor from engine. Inspect ^ Sensor O-ring for wear, cracks or leakage. Replace if necessary. Lube new O-ring with engine oil before installing. Install or Connect 1. Sensor into hole in block. 2. Sensor to block bolt. ^ Torque to 8 N.m (71 lb. in.). 3. Sensor harness connector. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Specifications > Electrical Specifications Intake Air Temperature Sensor: Electrical Specifications Resistance 177 ohms at 212 deg F 241 ohms at 194 deg F 332 ohms at 176 deg F 467 ohms at 158 deg F 667 ohms at 140 deg F 973 ohms at 122 deg F 1188 ohms at 113 deg F 1459 ohms at 104 deg F 1802 ohms at 95 deg F 2238 ohms at 86 deg F 2796 ohms at 77 deg F 3520 ohms at 68 deg F 4450 ohms at 59 deg F 5670 ohms at 50 deg F 7280 ohms at 41 deg F 9420 ohms at 32 deg F 12300 ohms at 23 deg F 16180 ohms at 14 deg F 21450 ohms at 5 deg F 28680 ohms at -4 deg F 52700 ohms at -22 deg F 100700 ohms at -40 deg F Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Specifications > Electrical Specifications > Page 2338 Intake Air Temperature Sensor: Mechanical Specifications Torque Valve Torque Valve Induction Air Sensor 44 in.lb Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Specifications > Page 2339 Intake Air Temperature Sensor: Locations Top Front Of Engine (2.2L Shown, Others similar) Intake Air Temperature Sensor is located LH front of Engine Compartment, on Air Cleaner. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions Intake Air Temperature Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2342 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2343 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2344 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2345 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2346 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2347 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2348 Intake Air Temperature Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2349 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2350 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2351 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2352 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2353 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2354 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2355 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2356 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2357 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2358 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2359 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2360 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2361 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2362 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2363 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2364 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2365 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2366 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2367 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2368 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2369 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2370 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2371 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2372 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2373 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2374 Intake Air Temperature Sensor Circuit Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Page 2375 Intake Air Temperature Sensor: Description and Operation Intake Air Temperature Sensor PURPOSE: The Intake Air Temperature (IAT) sensor is a thermistor, a variable resistor which changes value based on temperature, mounted in the air cleaner assembly. The IAT sensor input affects fuel delivery and ignition timing controls in the ECM. OPERATION: The ECM supplies 5 volts to the IAT sensor and monitors the voltage on a signal line. The sensor provides a path to ground through its thermistor. The voltage will be high when the intake air is cold and low when the air is hot. By monitoring the voltage, the ECM calculates the intake air temperature. Low intake air temperature produces high resistance (100,000 ohms at -40°C/-40°F, while high temperature causes low resistance (70 ohms at 130 °C/266°F). A failure in the IAT circuit should set a Diagnostic Trouble Code (DTC) 23/25. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Locations > Component Locations Knock Sensor: Component Locations LH Rear Of Engine Compartment (Manual) RH Rear Of Engine Compartment (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Locations > Component Locations > Page 2380 LH Rear Of Engine Compartment (Manual) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Locations > Page 2381 Knock Sensor: Description and Operation PURPOSE: The knock sensor is used to detect engine detonation (ping). The ECM will retard the electronic spark timing based on the signal received. OPERATION: The knock sensor detects abnormal vibration in the engine. Then, the knock sensor produces an AC signal which increases with the severity of the knock. The ECM reads this signal and retards the timing until the knock is stopped. LOCATION: Engine block near the cylinders. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Locations > Page 2382 Knock Sensor: Testing and Inspection Chart C-5 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Knock Sensor > Component Information > Locations > Page 2383 Knock Sensor Circuit Circuit Description: The Knock Sensor (KS) is used to detect engine detonation and the PCM will retard the ignition control timing based on the signal being received. The circuitry, within the knock sensor, causes the PCMs 5 volts to be pulled down so that under a no knock condition, CKT 496 would measure about 2.5 volts. The knock sensor produces an AC signal, which rides on the 2.5 volts DC voltage. The amplitude and frequency are dependent upon the knock level. The EPROM used with this engine contains the functions which were part of remotely mounted knock sensor modules used on other GM vehicles. The knock sensor portion of the EPROM then sends a signal to other parts of the PCM which adjusts the spark timing to retard the spark and reduce the detonation. Test Description: Number(s) below refer to circled number(s) on the diagnostic chart. 1. With engine idling, there should not be a knock signal present at the PCM, because detonation is not likely under a no load condition. 2. Tapping on the engine lift bracket should simulate a knock signal to determine if the sensor is capable of detecting detonation. If no knock is detected, try tapping on engine block closer to sensor before replacing sensor. 3. If the engine has an internal problem which is creating a knock, the knock sensor may be responding to the internal failure. 4. This test determines if the knock sensor is faulty or if the KS portion of the EPROM is faulty. If it is determined that the EPROM is faulty, be sure that it is properly installed and latched into place. If not properly installed, repair and retest. Diagnostic Aids: While observing knock signal on the Tech 1 scan tool, there should be an indication that knock is present, when detonation can be heard. Detonation is most likely to occur under high engine load conditions. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Specifications > Electrical Specifications Manifold Pressure/Vacuum Sensor: Electrical Specifications Idle 1-2 V Wide Open Throttle 4.4.8 V Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Specifications > Electrical Specifications > Page 2388 Manifold Pressure/Vacuum Sensor: Mechanical Specifications MAP Sensor Screws 27 in.lb Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Locations > Component Locations Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Locations > Component Locations > Page 2391 Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions Manifold Pressure/Vacuum Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2394 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2395 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2396 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2397 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2398 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2399 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2400 Manifold Pressure/Vacuum Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2401 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2402 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2403 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2404 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2405 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2406 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2407 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2408 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2409 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2410 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2411 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2412 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2413 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2414 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2415 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2416 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2417 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2418 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2419 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2420 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2421 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2422 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2423 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2424 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2425 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2426 Manifold Absolute Pressure Sensor Circuit Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Page 2427 Manifold Pressure/Vacuum Sensor: Description and Operation MAP Sensor PURPOSE: The Manifold Absolute Pressure (MAP) sensor is a pressure sensitive variable resistor. It measures the changes in the intake manifold pressure which result from engine load and speed changes, and converts this to a voltage output. The computer uses this voltage output to control fuel delivery and ignition timing. The MAP sensor is also used to measure barometric pressure at start up and under certain conditions, which allows the ECM to automatically adjust for different altitudes. OPERATION: The ECM supplies 5 volts to the MAP sensor and monitors the voltage on a signal line. The sensor provides a path to ground through its variable resistor. A closed throttle on engine coastdown will produce a relatively low MAP output, while a wide open throttle will produce a high output. Manifold Absolute Pressure (MAP) is the opposite of what is measured on a vacuum gauge. When manifold pressure is high, vacuum is low. A failure in the MAP sensor circuit should set Diagnostic Trouble Code. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Page 2428 Manifold Pressure/Vacuum Sensor: Testing and Inspection Chart C-1D Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Page 2429 Manifold Absolute Pressure Sensor Circuit Circuit Description: The Manifold Absolute Pressure (MAP) sensor measures the changes in the intake manifold pressure which result from engine load (intake manifold vacuum) and RPM changes; and converts these into a voltage output. The PCM sends a 5 volt reference voltage to the MAP sensor. As the manifold pressure changed, the output voltage of the sensor also changes. By monitoring the sensor output voltage, the PCM knows the manifold pressure. A lower pressure (low voltage) output voltage will be about 1-2 volts at idle, while higher pressure (high voltage) output voltage will be about 4-4.8 at Wide Open Throttle (WOT). The MAP sensor is also used, under certain conditions, to measure barometric pressure, allowing the PCM to make adjustments for different altitudes. The PCM used the MAP sensor to control fuel delivery and ignition timing Test Description: Number(s) below refer to circled number(s) on the diagnostic chart. Note: Be sure to use the same diagnostic test equipment for all measurements. 1. When comparing Tech 1 scan tool readings to a known good vehicle, it is important to compare vehicles that use a MAP sensor having the same color insert or having the same "Hot Stamped" number. 2. Applying 34 kPa (10" Hg) vacuum to the MAP sensor should cause the voltage to change Subtract second reading from the first. Voltage value should be greater than 1.5 volts. Upon applying vacuum to the sensor, the change in voltage should be instantaneous. A slow voltage change indicates a faulty sensor. 3. Check vacuum hose to sensor for leaking or restriction. Be sure that no other vacuum devices are connected to the MAP hose. Note: Make sure electrical connector remains securely fastened. Diagnostic Aids: Remove the MAP sensor from its bracket and gently twist sensor (by hand only) while observing the MAP display on a scan tool. Make sure electrical connector remains securely fastened. This is a good way to check for intermittent failures. Output fluctuations greater than .1 volt indicate a faulty sensor. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Technical Service Bulletins > Oxygen Sensors - Silica Contamination Oxygen Sensor: Technical Service Bulletins Oxygen Sensors - Silica Contamination Model Year: 1981 Bulletin No: 81-I-37 File In Group: 60 Number: 11 Date: Feb. 81 Subject: Silica Contamination of Oxygen Sensors and Gelation of Oil. Models Affected: All Oxygen sensor performance can deteriorate if certain RTV silicone gasket materials are used. Other RTV's when used with certain oils, may cause gelation of the oil. The degree of performance severity depends on the type of RTV and application of the engine involved. Therefore, when repairing engines where this item is involved, it is important to use either cork composition gaskets or RTV silicone gasket material approved for such use. GMS (General Motors Sealant) or equivalent material can be used. GMS is available through GMPD with the following part numbers: 1052366 3 oz. 1052434 10.14 oz. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Technical Service Bulletins > Page 2434 Oxygen Sensor: Specifications Oxygen Sensor 30 ft.lb Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Technical Service Bulletins > Page 2435 Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions Oxygen Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2438 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2439 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2440 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2441 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2442 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2443 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2444 Oxygen Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2445 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2446 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2447 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2448 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2449 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2450 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2451 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2452 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2453 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2454 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2455 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2456 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2457 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2458 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2459 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2460 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2461 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2462 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2463 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2464 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2465 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2466 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2467 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2468 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2469 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2470 Oxygen Sensor Circuit Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Page 2471 Oxygen Sensor: Description and Operation Exhaust Oxygen Sensor (02) PURPOSE: The oxygen (O2) sensor measures the oxygen content of the exhaust. The ECM monitors the sensor to maintain air/fuel mixture of 14.7 to 1. OPERATION: The oxygen sensor monitors atmospheric air versus exhaust gas oxygen content to produce a voltage output. This voltage ranges from approximately 0.1 volt (high oxygen-lean mixture) to 0.9 volt (low oxygen-rich mixture). By monitoring the oxygen sensor output voltage, the computer can determine the amount of oxygen in the exhaust gas and adjust the air/fuel mixture accordingly, this is known as "CLOSED LOOP" operation. When the sensor is cold it is like an open circuit and produces no voltage below 600°F (315°C). An open sensor circuit or cold sensor causes "OPEN LOOP" operation. The heated oxygen sensor works in the same manner as the non-heated oxygen sensor. The exception is that B+ is supplied to a heating unit that is part of the sensor itself. This heater receives voltage from the generator charging circuit. The heater helps the ECM control the fuel injection sooner for better fuel emissions. There are no malfunction Codes to detect if the heater part of the sensor is working. LOCATION: Exhaust Manifold Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Page 2472 Oxygen Sensor: Testing and Inspection VISUAL INSPECTION: ^ Connectors and wires ^ Housing and insulator for cracks/damage ^ Sensor tip for silicone contamination (white powdery coating) PERFORMANCE TEST: Checks working range and response (speed). 1. Warm engine. 2. Install DVOM between sensor and ground (2 volt DC range). 3. Run engine at steady cruise speed (about 2500 rpm). Voltage should vary at least eight times in ten seconds between 0.2 and 0.8 volts (normal range). 4. Drive sensor rich: The use of a properly adjusted propane flow meter (J-26911) is industry standard. Voltage should increase to at least 0.8 volts within two to three seconds. 5. Drive sensor lean: Create a vacuum leak from a source that is not an ECM input or output. Voltage should drop to at least 0.3 volts within two to three seconds. NOTE: After each test the O2 sensor should return to normal operating range within two to three seconds. 6. O2 Sensor should be replaced for failure to pass any of the tests above. NOTE: A CEC system that is operating excessively rich or lean will drive the 02 sensor to its maximum range. The rich or lean condition should be repaired first and not diagnosed as an 02 sensor failure. 7. Reconnect all hoses and electrical connectors. Clear all codes set and retrain idle. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Page 2473 Oxygen Sensor: Service and Repair CAUTION: The Oxygen sensor uses a permanently attached pigtail and connector. This pigtail should not be removed from the oxygen sensor. Damage or removal of the pigtail or connector could affect proper operation of the oxygen sensor. ^ Take care when handling the oxygen sensor. The in-line electrical connector and louvered end must be kept free of grease, dirt or other contaminants. Also, avoid using cleaning solvents of any type. DO NOT drop or roughly handle the oxygen sensor. ^ The following procedure should be performed with engine temperature over 120°F otherwise the oxygen sensor may be difficult to remove. REMOVAL: 1. Remove negative battery cable. 2. Disconnect electrical connector. 3. Remove oxygen sensor. NOTE: A special anti-seize compound is used on the oxygen sensor threads. The compound consists of a liquid graphite and glass beads. The graphite will burn away, but the glass beads will remain, making the sensor easier to remove. New or service sensors will already have the compound applied to the threads. If a sensor is removed from an engine, and, if for any reason it is to be reinstalled, the threads must have anti-seize compound applied before reinstallation. INSTALLATION: 1. Coat the threads of the oxygen sensor with anti-seize compound P/N 5613695, or equivalent if necessary. 2. Install the sensor in the engine, and tighten to 41 Nm (30 ft lb). 3. Re-connect the electrical connector. 4. Re-connect the negative battery cable. 5. Before starting engine, perform IDLE LEARN PROCEDURE. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Power Steering Pressure Switch > Component Information > Locations > Component Locations Center Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Power Steering Pressure Switch > Component Information > Locations > Component Locations > Page 2478 Center Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Power Steering Pressure Switch > Component Information > Locations > Page 2479 Power Steering Pressure Switch: Description and Operation Power Steering Pressure Switch PURPOSE To sense high pressure in the steering box and signal the ECM to adjust the idle speed accordingly. OPERATION The Power Steering Pressure Switch (PSPS) opens during high pressure power steering situations. When the power steering switch is open, power to the A/C relay is shut "OFF," resulting in A/C compressor clutch disengagement. Also, a signal is sent to the ECM. The ECM uses this signal to compensate for the additional engine load by moving the IAC valve. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Power Steering Pressure Switch > Component Information > Locations > Page 2480 Power Steering Pressure Switch: Testing and Inspection Chart C-1E Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Power Steering Pressure Switch > Component Information > Locations > Page 2481 Power Steering Pressure Switch Circuit Circuit Description: The Power Steering Pressure (PSP) switch is normally open to ground and CKT 495 will be near the battery voltage. Turning the steering wheel increases power steering oil pressure and its load on an idling engine. The pressure switch will close before the load can cause an idle problem. Closing the switch causes CKT 495 to read less than 1 volt. The PCM will increase the idle air rate and disengage the A/C relay. ^ A pressure switch that will not close or an open CKT 495 or 450, may cause the engine to stop when power steering loads are high. ^ A switch that will not open, or a CKT 495 shorted to ground, may affect idle quality and will cause the A/C relay to be de-energized. Test Description: Number(s) below refer to circled number(s) on the diagnostic chart. 1. Different makes of scan tools may display the state of this switch in different ways. Refer to scan tool operator's manual to determine how this input is displayed. 2. Checks to determine if CKT 495 is shorted to ground. 3. This should simulate a closed switch. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Specifications > Electrical Specifications Throttle Position Sensor: Electrical Specifications At Closed Throttle < 0.9 V At Wide Open Throttle 4.7 V Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Specifications > Electrical Specifications > Page 2486 Throttle Position Sensor: Mechanical Specifications Throttle Position Sensor 18 in.lb Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Specifications > Page 2487 LH Side Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions Throttle Position Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2490 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2491 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2492 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2493 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2494 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2495 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2496 Throttle Position Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2497 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2498 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2499 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2500 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2501 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2502 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2503 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2504 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2505 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2506 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2507 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2508 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2509 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2510 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2511 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2512 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2513 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2514 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2515 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2516 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2517 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2518 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2519 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2520 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2521 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2522 Throttle Position Sensor Circuit Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Page 2523 Throttle Position Sensor: Description and Operation Throttle Position Sensor (TPS) PURPOSE: The Throttle Position Sensor (TPS) is a potentiometer that senses throttle angle and sends a signal to the ECM. This input to the ECM is used to control the fuel system on acceleration and deceleration. OPERATION: The TPS has three internal circuits. One to ground, a second from the ECM as a 5.0 volt reference source and a third circuit is used by the ECM to measure the output voltage. As the throttle angle changes (pressing down on accelerator pedal) the TPS voltage output varies from about .5 volt at idle to about 4.9 volts at wide open throttle (WOT). LOCATION: Side of throttle body opposite of throttle lever. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Page 2524 Throttle Position Sensor: Adjustments N/A: TPS is not adjustable on this engine. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Page 2525 Throttle Position Sensor: Service and Repair Throttle Position Sensor Typical Throttle Body Assembly REMOVAL: 1. Disconnect the Throttle Position Sensor electrical connector. 2. Remove the Throttle Position Sensor mounting screws. 3. Remove the Throttle Position Sensor. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Page 2526 NOTE: The Throttle Position Sensor (TPS) is an electrical component and must not be soaked in any liquid cleaner or solvent, damage may result. INSTALLATION: 1. With the throttle valve closed, position the Throttle Position Sensor on the throttle shaft, then align the screw holes. 2. Install the Throttle Position Sensor screws and tighten to 2.0 N-m (18 lb. in.). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Throttle Position Switch > Component Information > Locations LH Side Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Component Locations LH Rear Of Engine Compartment (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Component Locations > Page 2534 LH Rear Of Engine Compartment (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Page 2535 Harness Connector Faces: Park/Neutral Position Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Page 2536 Transmission Position Switch/Sensor: Description and Operation Park/Neutral Switch (Auto. Trans) PURPOSE: The PARK/NEUTRAL (P/N) switch indicates to the computer when the transmission is in PARK or NEUTRAL. This information is used by the ECM for Idle Air Control (IAC), Torque Converter Clutch (TCC) and Exhaust Gas Recirculation (EGR) operation. OPERATION: The P/N switch contacts are a part of the neutral switch and are closed to ground in park or neutral and open in drive ranges and reverse. The ECM supplies ignition voltage through a current limiting resistor to the switch and senses a closed circuit when voltage drops to less than 1 volt. NOTE: DO NOT drive the vehicle with the PARK/NEUTRAL switch disconnected, since idle quality may be affected. LOCATION: Top of transaxle. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Page 2537 Transmission Position Switch/Sensor: Testing and Inspection Chart C-1A Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Page 2538 Park/Neutral Position Switch Circuit Circuit Description: The Park/Neutral Position (PNP) switch contacts shown are a part of the Park/Neutral position switch and are closed to ground in park or neutral, and open in drive ranges. The PCM supplies ignition voltage through a pull up resistor to CKT 434 and senses a closed switch when the voltage on CKT 434 drops to less than one volt. The PCM uses the PNP signal as one of the inputs to control: ^ Idle speed. ^ VSS diagnostics. ^ EGR. If CKT 434 indicates PNP (grounded), while in drive range, the EGR would be inoperative, resulting in possible detonation. If CKT 434 indicates drive (open) a sag in the idle may occur when the gear selector is moved into drive range. Test Description: Number(s) below refer to circled number(s) on the diagnostic chart. 1. Checks for a closed switch to ground in park position. Different makes of scan toots will display the PNP switch differently. Refer to tool operator's manual for type of display used for a specific tool. 2. Checks for an open switch in drive range. 3. Be sure Tech 1 scan tool indicates drive, even while wiggling shifter, to test for an intermittent or misadjusted switch in drive range. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Locations > Component Locations Vehicle Speed Sensor: Component Locations LH Rear Of Engine Compartment (Manual) RH Rear Of Engine Compartment (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Locations > Component Locations > Page 2543 Vehicle Speed Sensor: Connector Locations LH Rear Of Engine Compartment (Manual) RH Rear Of Engine Compartment (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Locations > Page 2544 Vehicle Speed Sensor: Description and Operation The Vehicle Speed Sensor is a gear-driven Permanent Magnet Generator housed in the vehicle's transaxle. This sensor generates a sine wave output with a frequency proportional to vehicle speed. The Engine Control Module (ECM) converts this signal to an output that is switched to ground at a frequency of 4000 pulses per mile at the DK GRN (389) wire output. This output is pulled up to 5 volts or greater by the components that use these speed signals as input. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures Symptom Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 2547 Vehicle Speed Sensor: Component Tests and General Diagnostics Test A: Speedometer Is Inaccurate 1. Connect a Scan Tool to the DLC Connector. Drive the vehicle. Observe the Speedometer and compare it to the vehicle speed shown on the Scan Tool. ^ If both the Speedometer and Scan Tool display the same approximate speed, check for correct tire size, ECM MEM-CAL and Vehicle Speed Sensor. ^ If the Scan Tool and Speedometer do not display the same approximate speed, replace or exchange the Instrument Cluster (Refer to Instrument Panel, Gauges and Warning Indicators). ALTERNATE TEST ^ If the Kent Moore Tool J 38522 is available, do the following test. 2. Connect a Scan Tool to the DLC connector. Disconnect the Vehicle Speed Sensor connector. Connect a lead between the J 38522 vehicle speed generator's red output terminal and the Vehicle Speed Sensor connector terminal A (LT BLU). Connect a lead between the J 38522 generator's black output and terminal B (DK GRN/WHT). Plug the generator into the Cigar Lighter. Select 30 V P-P sine wave and set the frequency at 600hz. Observe the Speedometer and compare to the vehicle speed shown on the Scan Tool. ^ If both the Speedometer and Scan Tool display the same approximate speed, check for correct tire size, ECM MEM-CAL and Vehicle Speed Sensor. ^ If the Scan Tool and Speedometer do not display the same approximate speed, replace or exchange the Instrument Cluster (Refer to Instrument Panel, Gauges and Warning Indicators). See: Instrument Panel, Gauges and Warning Indicators Test B: Speed Signal Test Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 2548 Test C: Speed Out Put Test Speed Signal Test The Vehicle Speed Sensor is a gear-driven Permanent Magnet Generator housed in the vehicle's transaxle. This sensor generates a sine wave output with a frequency proportional to vehicle speed. The Engine Control Module (ECM) converts this signal to an output that is switched to ground at a frequency of 4000 pulses per mile at the DK GRN (389) wire output. This output is pulled up to 5 volts or greater by the components that use these speed signals as input. System Diagnosis ^ If referred here from Cruise Control, do Test B. See: Diagnostic Tests/Test B: Speed Signal Test ^ Refer to Symptom Table for listed symptoms and refer Diagnostic Tests for Diagnostic procedures. See: Symptom Related Diagnostic Procedures See: Diagnostic Tests Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Oil Pressure Switch (For Fuel Pump) > Component Information > Locations > Fuel Pump Switch/Oil Pressure Sender/Switch Oil Pressure Switch (For Fuel Pump): Locations Fuel Pump Switch/Oil Pressure Sender/Switch RH Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Oil Pressure Switch (For Fuel Pump) > Component Information > Locations > Fuel Pump Switch/Oil Pressure Sender/Switch > Page 2554 RH Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Oil Pressure Switch (For Fuel Pump) > Component Information > Locations > Fuel Pump Switch/Oil Pressure Sender/Switch > Page 2555 Fuel Pump / Oil Pressure Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Oil Pressure Switch (For Fuel Pump) > Component Information > Locations > Page 2556 Harness Connector Faces: Fuel Pump Switch/Oil Pressure Sender/Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Specifications > Electrical Specifications Throttle Position Sensor: Electrical Specifications At Closed Throttle < 0.9 V At Wide Open Throttle 4.7 V Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Specifications > Electrical Specifications > Page 2561 Throttle Position Sensor: Mechanical Specifications Throttle Position Sensor 18 in.lb Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Specifications > Page 2562 LH Side Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions Throttle Position Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2565 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2566 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2567 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2568 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2569 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2570 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2571 Throttle Position Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2572 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2573 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2574 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2575 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2576 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2577 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2578 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2579 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2580 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2581 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2582 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2583 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2584 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2585 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2586 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2587 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2588 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2589 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2590 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2591 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2592 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2593 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2594 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2595 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2596 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2597 Throttle Position Sensor Circuit Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Page 2598 Throttle Position Sensor: Description and Operation Throttle Position Sensor (TPS) PURPOSE: The Throttle Position Sensor (TPS) is a potentiometer that senses throttle angle and sends a signal to the ECM. This input to the ECM is used to control the fuel system on acceleration and deceleration. OPERATION: The TPS has three internal circuits. One to ground, a second from the ECM as a 5.0 volt reference source and a third circuit is used by the ECM to measure the output voltage. As the throttle angle changes (pressing down on accelerator pedal) the TPS voltage output varies from about .5 volt at idle to about 4.9 volts at wide open throttle (WOT). LOCATION: Side of throttle body opposite of throttle lever. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Page 2599 Throttle Position Sensor: Adjustments N/A: TPS is not adjustable on this engine. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Page 2600 Throttle Position Sensor: Service and Repair Throttle Position Sensor Typical Throttle Body Assembly REMOVAL: 1. Disconnect the Throttle Position Sensor electrical connector. 2. Remove the Throttle Position Sensor mounting screws. 3. Remove the Throttle Position Sensor. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Page 2601 NOTE: The Throttle Position Sensor (TPS) is an electrical component and must not be soaked in any liquid cleaner or solvent, damage may result. INSTALLATION: 1. With the throttle valve closed, position the Throttle Position Sensor on the throttle shaft, then align the screw holes. 2. Install the Throttle Position Sensor screws and tighten to 2.0 N-m (18 lb. in.). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Switch > Component Information > Locations LH Side Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Locations Crankshaft Position Sensor: Locations Crankshaft Position Sensor RH rear of engine, on exhaust manifold Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Locations > Page 2609 Crankshaft Position Sensor: Description and Operation Typical DIS Crankshaft Sensor PURPOSE: The crankshaft sensor provides a signal through the Direct Ignition (DI), which the ECM uses as reference to calculate rpm and crankshaft position. OPERATION: This sensor protrudes into the block, within approximately .050" of the engine crankshaft reluctor. The reluctor is a special wheel cast into the crankshaft with seven slots cast into it, six of which are evenly spaced 60° apart. A seventh slot is spaced 10° from one of the other slots and serves to generate a "sync pulse." As the reluctor rotates as part of the crankshaft, the slots change the magnetic field of the sensor, creating an induced voltage pulse. Based on the crank sensor pulses, the ignition module sends reference signals to the ECM which are used to indicate crankshaft position and engine speed. LOCATION: This sensor is mounted remotely from the ignition module, right hand side of engine, at the end of the crank shaft. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Locations > Page 2610 Crankshaft Position Sensor: Service and Repair Crankshaft Position Sensor Remove or Disconnect 1. Sensor harness connector. 2. Sensor to block bolt. 3. Sensor from engine. Inspect ^ Sensor O-ring for wear, cracks or leakage. Replace if necessary. Lube new O-ring with engine oil before installing. Install or Connect 1. Sensor into hole in block. 2. Sensor to block bolt. ^ Torque to 8 N.m (71 lb. in.). 3. Sensor harness connector. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Locations > Component Locations Knock Sensor: Component Locations LH Rear Of Engine Compartment (Manual) RH Rear Of Engine Compartment (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Locations > Component Locations > Page 2615 LH Rear Of Engine Compartment (Manual) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Locations > Page 2616 Knock Sensor: Description and Operation PURPOSE: The knock sensor is used to detect engine detonation (ping). The ECM will retard the electronic spark timing based on the signal received. OPERATION: The knock sensor detects abnormal vibration in the engine. Then, the knock sensor produces an AC signal which increases with the severity of the knock. The ECM reads this signal and retards the timing until the knock is stopped. LOCATION: Engine block near the cylinders. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Locations > Page 2617 Knock Sensor: Testing and Inspection Chart C-5 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Locations > Page 2618 Knock Sensor Circuit Circuit Description: The Knock Sensor (KS) is used to detect engine detonation and the PCM will retard the ignition control timing based on the signal being received. The circuitry, within the knock sensor, causes the PCMs 5 volts to be pulled down so that under a no knock condition, CKT 496 would measure about 2.5 volts. The knock sensor produces an AC signal, which rides on the 2.5 volts DC voltage. The amplitude and frequency are dependent upon the knock level. The EPROM used with this engine contains the functions which were part of remotely mounted knock sensor modules used on other GM vehicles. The knock sensor portion of the EPROM then sends a signal to other parts of the PCM which adjusts the spark timing to retard the spark and reduce the detonation. Test Description: Number(s) below refer to circled number(s) on the diagnostic chart. 1. With engine idling, there should not be a knock signal present at the PCM, because detonation is not likely under a no load condition. 2. Tapping on the engine lift bracket should simulate a knock signal to determine if the sensor is capable of detecting detonation. If no knock is detected, try tapping on engine block closer to sensor before replacing sensor. 3. If the engine has an internal problem which is creating a knock, the knock sensor may be responding to the internal failure. 4. This test determines if the knock sensor is faulty or if the KS portion of the EPROM is faulty. If it is determined that the EPROM is faulty, be sure that it is properly installed and latched into place. If not properly installed, repair and retest. Diagnostic Aids: While observing knock signal on the Tech 1 scan tool, there should be an indication that knock is present, when detonation can be heard. Detonation is most likely to occur under high engine load conditions. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Fuel Pressure > Diagnostic Connector - Fuel Pump > Component Information > Locations LH Side Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Fuel Pressure > Fuel Pressure Test Port > Component Information > Service and Repair Fuel Pressure Test Port: Service and Repair Area around fuel pressure connection with GM X-30A or equivalent. REMOVE OR DISCONNECT: 1. Negative battery terminal. 2. Relieve fuel system pressure. 3. Fuel pressure connection and seal. Discard seal. INSTALL OR CONNECT: 1. New seal on fuel pressure connection. 2. Fuel pressure connection in fuel rail. Tighten Fuel pressure connection assembly to 10.0 N-m (88 lb. in.). 3. Tighten fuel filler cap. 4. Negative battery terminal. 5. Turn ignition switch to the "ON" position for two seconds, then turn to the "OFF" position for ten seconds. Again turn to the "ON" position, and check for fuel leaks. 6. Perform the "Idle Learn Procedure." The ECM will need to relearn the IAC valve pintle position following battery reconnect. Air Plenum And Fuel Rail Removal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Fuel Pressure > Fuel Pressure Test Port > Component Information > Service and Repair > Page 2627 Fuel Pressure Connection REMOVAL: 1. Disconnect the negative battery cable. 2. Relieve the fuel system pressure, see FUEL SYSTEM PRESSURE RELIEF: 3. Remove intake manifold plenum, see INTAKE MANIFOLD PLENUM. 4. Clean area around the fuel pressure connection with GM X-30A or equivalent. 5. Remove the fuel pressure connection and seal, discard the seal. INSTALLATION: 1. Place a new seal on the fuel pressure connection assembly. 2. Screw the fuel pressure connection assembly into the fuel rail and tighten to 10.0 N-m (88 lb. in.). 3. Check for fuel leaks: a. Connect the negative battery cable. b. With engine "OFF" and ignition "ON," check for fuel leaks. c. Disconnect the negative battery cable. 4. Install the intake manifold plenum as per above procedure. IDLE LEARN PROCEDURE: Any time the battery is disconnected, the programmed position of the IAC valve pintle is lost, and replaced with a default value. To return the IAC valve pintle to the correct position, perform the following procedure: 1. After restoring battery power, connect the Tech 1 "SCAN" tool. 2. Select "IAC SYSTEM," then select "IDLE LEARN" in the "MISC TEST" mode. 3. Proceed with idle learn as directed. ^ This procedure allows the ECM memory to be updated with the correct IAC valve pintle position, for the vehicle, and provide a stable idle speed. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Idle Speed > System Information > Specifications Idle Speed: Specifications The idle speed is computer controlled and there is no provision for adjustment. If idle speed is incorrect, refer to Computers and Control Systems / System Diagnosis. MINIMUM IDLE SPEED Transmission Gear Idle Speed IAC Counts Open/Closed Loop (2) N/A N/A (1) 10-20 CL (1) No idle speed specifications are provided for this vehicle. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Idle Speed > System Information > Specifications > Page 2631 Idle Speed: Adjustments The ECM controls idle speed and no adjustment should be attempted. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > Customer Interest for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: Customer Interest Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > Customer Interest for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON > Page 2641 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: All Technical Service Bulletins Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON > Page 2647 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Fuel Filter > Fuel Pressure Release > System Information > Service and Repair Fuel Pressure Release: Service and Repair WARNING: To reduce the risk of fire and personal injury, it is necessary to relieve the fuel system pressure before servicing fuel system components. After relieving system pressure, a small amount of fuel may be released when servicing fuel lines or connections. In order to reduce the chance of personal injury, cover fuel line fittings with a shop towel before disconnecting, to catch any fuel that may leak out. Place the towel in an approved container when disconnect is completed. When servicing the fuel system use the following precautions: a. Put a "CAUTION FLAMMABLE" sign in the workshop. b. Be sure shop is supplied with an adequate fire extinguisher. c. Be sure to disconnect the negative battery cable before any service work is done. d. Use a suitable container to catch any fuel that may leak from system during service. e. Always relieve fuel system pressure before disconnecting any lines. f. If the key must be turned "ON" while servicing fuel system, always disconnect or disable ignition, to insure no sparks occur near fuel vapors. PROCEDURE: Tool required: J34730-1 Fuel Pressure Gauge or equivalent. 1. Disconnect the negative battery cable, to avoid fuel pump turn "ON," if an accidental attempt is made to start the engine. 2. Loosen the fuel filler cap to relieve tank vapor pressure. 3. Connect the fuel pressure gauge to the pressure connection. Wrap a shop towel around the fitting while connecting the gauge to avoid spillage. 4. Install bleed hose into an approved container and open the valve to bleed the system pressure. Fuel connections are now safe for servicing. 5. Drain any fuel remaining in the gauge into an approved container. When repair to the fuel system has been completed, START the engine and check all connections that were loosened for leaks. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Firing Order > Component Information > Specifications > Ignition Firing Order Firing Order: Specifications Ignition Firing Order Firing Order ......................................................................................................................................... ............................................................... 1-2-3-4-5-6 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Ignition Timing > Number One Cylinder > Component Information > Locations > Number 1 Cylinder Location Number One Cylinder: Locations Number 1 Cylinder Location NUMBER ONE CYLINDER LOCATION Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Ignition Timing > Timing Marks and Indicators > System Information > Locations Timing Marks and Indicators: Locations The ECM controls ignition timing therefore no provisions for adjustment are required. No timing marks are provided on this engine. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Spark Plug Wire <--> [Ignition Cable] > Component Information > Specifications Spark Plug Wire: Specifications Spark Plug Wire Resistance Values: 0-15 inch cable .................................................................................................................................... ............................................... 3,000-10,000 ohms. 15-25 inch cable .................................................................................................................................. ............................................... 4,000-15,000 ohms. 25-35 inch cable .................................................................................................................................. ............................................... 6,000-20,000 ohms. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Spark Plug Wire <--> [Ignition Cable] > Component Information > Specifications > Page 2667 Spark Plug Wire Routing Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Spark Plug > Component Information > Specifications Spark Plug: Specifications Spark Plug Gap ................................................................................................................................... ...................................................... .045 in. (1.14 mm) NOTE: Check the gap specifications given on the Emissions Control Label. If the gap is different from what is listed here, use the information on the label. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Compression Check > System Information > Specifications Compression Check: Specifications The lowest reading cylinder should not be less than 70% of the highest and no cylinder reading should be less than 689 kPa (100 psi). Perform compression test with engine at normal operating temperature, spark plugs removed and throttle wide open. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Valve Clearance > System Information > Specifications > Valve Clearance Specifications Valve Clearance: Specifications Valve Clearance Specifications Vehicles are equipped with a non-adjustable rocker arm studs. If valve reconditioning is required, the non-adjustable rocker arm stud must be replaced with an adjustable rocker arm stud and the following procedure must be performed. 1. Remove rocker arm covers. 2. Crank engine until mark on torsional damper lines up with O mark on timing tab. The engine should also be in the No. 1 firing position. This can be determined by placing fingers on No. 1 rocker arms as mark on damper approaches O mark. 3. If valves are not moving, engine is in No. 1 firing position. If valves move as the mark comes up to the timing tab, engine is in No. 4 firing position and should be rotated one revolution to reach No. 1 position. 4. With engine in No. 1 firing position, adjust exhaust valves 1, 2 and 3 and intake valves 1, 5 and 6, as follows: a. Back out adjusting nut until lash is felt at pushrod, then turn in adjusting nut until all lash is removed. b. When lash has been removed, turn adjusting nut in additional 1 1/2 turns to center lifter plunger. 5. Crank engine one revolution until timing tab O mark and torsional damper mark are again in alignment. 6. With the engine in this, the No. 4 firing position. adjust exhaust valves 4, 5 and 6 and intake valves 2, 3 and 4 as previously described. 7. Install rocker arm covers, then start engine and check timing and idle speed. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Valve Clearance > System Information > Specifications > Valve Clearance Specifications > Page 2678 Valve Clearance: Specifications Valve Arrangement FRONT TO REAR Right .................................................................................................................................................... ........................................................... E-I-E-I-I-E Left ......................................................................... ......................................................................................................................................... E-I-I-E-I-E Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Valve Clearance > System Information > Specifications > Page 2679 Valve Clearance: Adjustments Vehicles are equipped with a non-adjustable rocker arm studs. If valve reconditioning is required, the non-adjustable rocker arm stud must be replaced with an adjustable rocker arm stud and the following procedure must be performed. 1. Remove rocker arm covers. 2. Crank engine until mark on torsional damper lines up with O mark on timing tab. The engine should also be in the No. 1 firing position. This can be determined by placing fingers on No. 1 rocker arms as mark on damper approaches O mark. 3. If valves are not moving, engine is in No. 1 firing position. If valves move as the mark comes up to the timing tab, engine is in No. 4 firing position and should be rotated one revolution to reach No. 1 position. 4. With engine in No. 1 firing position, adjust exhaust valves 1, 2 and 3 and intake valves 1, 5 and 6, as follows: a. Back out adjusting nut until lash is felt at pushrod, then turn in adjusting nut until all lash is removed. b. When lash has been removed, turn adjusting nut in additional 1 1/2 turns to center lifter plunger. 5. Crank engine one revolution until timing tab O mark and torsional damper mark are again in alignment. 6. With the engine in this, the No. 4 firing position. adjust exhaust valves 4, 5 and 6 and intake valves 2, 3 and 4 as previously described. 7. Install rocker arm covers, then start engine and check timing and idle speed. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > A/C Signal > Component Information > Description and Operation A/C Signal: Description and Operation PURPOSE: This signal indicates that the A/C control switch is turned "ON" and the pressure switch is closed. OPERATION: The ECM uses this signal to adjust the idle speed, and on some models engages the A/C compressor clutch. If this signal is not available to the ECM, the engine idle may be rough when the A/C compressor cycles. In some cases the A/C compressor will be inoperative. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Specifications > Electrical Specifications Intake Air Temperature Sensor: Electrical Specifications Resistance 177 ohms at 212 deg F 241 ohms at 194 deg F 332 ohms at 176 deg F 467 ohms at 158 deg F 667 ohms at 140 deg F 973 ohms at 122 deg F 1188 ohms at 113 deg F 1459 ohms at 104 deg F 1802 ohms at 95 deg F 2238 ohms at 86 deg F 2796 ohms at 77 deg F 3520 ohms at 68 deg F 4450 ohms at 59 deg F 5670 ohms at 50 deg F 7280 ohms at 41 deg F 9420 ohms at 32 deg F 12300 ohms at 23 deg F 16180 ohms at 14 deg F 21450 ohms at 5 deg F 28680 ohms at -4 deg F 52700 ohms at -22 deg F 100700 ohms at -40 deg F Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Specifications > Electrical Specifications > Page 2688 Intake Air Temperature Sensor: Mechanical Specifications Torque Valve Torque Valve Induction Air Sensor 44 in.lb Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Specifications > Page 2689 Intake Air Temperature Sensor: Locations Top Front Of Engine (2.2L Shown, Others similar) Intake Air Temperature Sensor is located LH front of Engine Compartment, on Air Cleaner. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions Intake Air Temperature Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2692 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2693 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2694 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2695 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2696 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2697 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2698 Intake Air Temperature Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2699 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2700 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2701 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2702 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2703 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2704 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2705 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2706 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2707 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2708 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2709 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2710 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2711 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2712 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2713 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2714 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2715 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2716 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2717 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2718 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2719 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2720 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2721 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2722 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2723 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2724 Intake Air Temperature Sensor Circuit Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Page 2725 Intake Air Temperature Sensor: Description and Operation Intake Air Temperature Sensor PURPOSE: The Intake Air Temperature (IAT) sensor is a thermistor, a variable resistor which changes value based on temperature, mounted in the air cleaner assembly. The IAT sensor input affects fuel delivery and ignition timing controls in the ECM. OPERATION: The ECM supplies 5 volts to the IAT sensor and monitors the voltage on a signal line. The sensor provides a path to ground through its thermistor. The voltage will be high when the intake air is cold and low when the air is hot. By monitoring the voltage, the ECM calculates the intake air temperature. Low intake air temperature produces high resistance (100,000 ohms at -40°C/-40°F, while high temperature causes low resistance (70 ohms at 130 °C/266°F). A failure in the IAT circuit should set a Diagnostic Trouble Code (DTC) 23/25. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications Coolant Temperature Sensor/Switch (For Computer): Specifications Resistance 177 ohms at 212 deg F 241 ohms at 194 deg F 332 ohms at 176 deg F 467 ohms at 158 deg F 667 ohms at 140 deg F 973 ohms at 122 deg F 1188 ohms at 113 deg F 1459 ohms at 104 deg F 1802 ohms at 95 deg F 2238 ohms at 86 deg F 2796 ohms at 77 deg F 3520 ohms at 68 deg F 4450 ohms at 59 deg F 5670 ohms at 50 deg F 7280 ohms at 41 deg F 9420 ohms at 32 deg F 12300 ohms at 23 deg F 16180 ohms at 14 deg F 21450 ohms at 5 deg F 28680 ohms at -4 deg F 52700 ohms at -22 deg F 100700 ohms at -40 deg F Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications > Page 2729 Coolant Temperature Sensor/Switch (For Computer): Locations Rear Of Engine Compartment LH rear of engine, on Coolant Outlet Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions Coolant Temperature Sensor/Switch (For Computer): Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2732 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2733 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2734 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2735 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2736 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2737 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2738 Coolant Temperature Sensor/Switch (For Computer): Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2739 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2740 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2741 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2742 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2743 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2744 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2745 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2746 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2747 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2748 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2749 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2750 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2751 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2752 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2753 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2754 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2755 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2756 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2757 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2758 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2759 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2760 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2761 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2762 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2763 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2764 Coolant Temperature Sensor Circuit Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Page 2765 Coolant Temperature Sensor/Switch (For Computer): Description and Operation Engine Coolant Temperature Sensor PURPOSE The Engine Coolant Temperature sensor (ECT) is used to control: ^ Fuel delivery ^ Torque Converter Clutch (TCC) ^ Engine Spark Timing (EST) ^ Controlled Canister Purge (CCP) ^ Idle Air Control (IAC) ^ Cooling Fan OPERATION: The ECT is a thermistor that is located in the engine coolant flow. When the coolant temperature is low, the sensor produces a high resistance. When the coolant temperature is high, the sensor produces a low resistance. The ECM sends a 5.0 volt signal to the ECT through a resistor in the computer and measures the voltage. The voltage will be high or low depending on coolant temperature. With the ECT varying its resistance, the ECM can sense engine coolant temperature by reading the varying voltage. LOCATION: Engine thermostat and coolant outlet. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Locations Crankshaft Position Sensor: Locations Crankshaft Position Sensor RH rear of engine, on exhaust manifold Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Locations > Page 2769 Crankshaft Position Sensor: Description and Operation Typical DIS Crankshaft Sensor PURPOSE: The crankshaft sensor provides a signal through the Direct Ignition (DI), which the ECM uses as reference to calculate rpm and crankshaft position. OPERATION: This sensor protrudes into the block, within approximately .050" of the engine crankshaft reluctor. The reluctor is a special wheel cast into the crankshaft with seven slots cast into it, six of which are evenly spaced 60° apart. A seventh slot is spaced 10° from one of the other slots and serves to generate a "sync pulse." As the reluctor rotates as part of the crankshaft, the slots change the magnetic field of the sensor, creating an induced voltage pulse. Based on the crank sensor pulses, the ignition module sends reference signals to the ECM which are used to indicate crankshaft position and engine speed. LOCATION: This sensor is mounted remotely from the ignition module, right hand side of engine, at the end of the crank shaft. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor > Component Information > Locations > Page 2770 Crankshaft Position Sensor: Service and Repair Crankshaft Position Sensor Remove or Disconnect 1. Sensor harness connector. 2. Sensor to block bolt. 3. Sensor from engine. Inspect ^ Sensor O-ring for wear, cracks or leakage. Replace if necessary. Lube new O-ring with engine oil before installing. Install or Connect 1. Sensor into hole in block. 2. Sensor to block bolt. ^ Torque to 8 N.m (71 lb. in.). 3. Sensor harness connector. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Data Link Connector > Component Information > Locations Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Data Link Connector > Component Information > Locations > Page 2774 Data Link Connector: Diagrams Harness Connector Faces: Data Link Connector (DLC) Harness Connector Faces: Data Link Connector (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > Engine Controls - Aftermarket Accessory Usage Engine Control Module: Technical Service Bulletins Engine Controls - Aftermarket Accessory Usage INFORMATION Bulletin No.: 04-06-04-054B Date: November 18, 2010 Subject: Info - Non-GM Parts and Accessories (Aftermarket) Models: 2011 and Prior GM Passenger Cars and Trucks Supercede: This bulletin is being revised to add model years and update to the new U.S. Fixed Operation Manager (FOM) and Canada Warranty Manager (WM) names. Please discard Corporate Bulletin Number 04-06-04-054A (Section 06 - Engine/Propulsion System). The recent rise and expansion of companies selling non-GM parts and accessories has made it necessary to issue this reminder to dealers regarding GM's policy on the use and installation of these aftermarket components. When a dealer is performing a repair under the New Vehicle Limited Warranty, they are required to use only genuine GM or GM-approved parts and accessories. This applies to all warranty repairs, special policy repairs or any repairs paid for by GM. Parts and accessories advertised as being "the same" as parts manufactured by GM, but not sold through GM, do not qualify for use in warranty repairs, special policy repairs or any repairs paid for by GM. During a warranty repair, if a GM original equipment part is not available through GM Customer Care and Aftersales (GM CC&A;), ACDelco(R) distributors, other GM dealers or approved sources, the dealer is to obtain comparable, non-GM parts and clearly indicate, in detail, on the repair order the circumstances surrounding why non-GM parts were used. The dealer must give customers written notice, prior to the sale or service, that such parts or accessories are not marketed or warranted by General Motors. It should also be noted that dealers modifying new vehicles and installing equipment, parts and accessories obtained from sources not authorized by GM are responsible for complying with the National Traffic and Motor Vehicle Safety Act. Certain non-approved parts or assemblies, installed by the dealer or its agent not authorized by GM, may result in a change to the vehicle's design characteristics and may affect the vehicle's ability to conform to federal law. Dealers must fully understand that non-GM approved parts may not have been validated, tested or certified for use. This puts the dealer at risk for potential liability in the event of a part or vehicle failure. If a GM part failure occurs as the result of the installation or use of a non-GM approved part, the warranty will not be honored. A good example of non-authorized modification of vehicles is the result of an ever increasing supply of aftermarket devices available to the customer, which claim to increase the horsepower and torque of the Duramax(TM) Diesel Engines. These include the addition of, but are not limited to one or more of the following modifications: - Propane injection - Nitrous oxide injection - Additional modules (black boxes) that connect to the vehicle wiring systems - Revised engine calibrations downloaded for the engine control module - Calibration modules which connect to the vehicle diagnostic connector - Modification to the engine turbocharger waste gate Although the installation of these devices, or modification of vehicle components, can increase engine horsepower and torque, they may also negatively affect the engine emissions, reliability and/or durability. In addition, other powertrain components, such as transmissions, universal joints, drive shafts, and front/rear axle components, can be stressed beyond design safety limits by the installation of these devices. General Motors does not support or endorse the use of devices or modifications that, when installed, increase the engine horsepower and torque. It is because of these unknown stresses, and the potential to alter reliability, durability and emissions performance, that GM has adopted a policy that prevents any UNAUTHORIZED dealer warranty claim submissions to any remaining warranty coverage, to the powertrain and driveline components whenever the presence of a non-GM (aftermarket) calibration is confirmed - even if the non-GM control module calibration is subsequently removed. Refer to the latest version of Bulletin 09-06-04-026 (V8 Gas Engines) or 06-06-01-007 (Duramax(TM) Diesel Engines) for more information on dealer requirements for calibration verification. These same policies apply as they relate to the use of non-GM accessories. Damage or failure from the use or installation of a non-GM accessory will not be covered under warranty. Failure resulting from the alteration or modification of the vehicle, including the cutting, welding or disconnecting of the vehicle's original equipment parts and components will void the warranty. Additionally, dealers will NOT be reimbursed or compensated by GM in the event of any legal inquiry at either the local, state or federal level that Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > Engine Controls - Aftermarket Accessory Usage > Page 2779 results from the alteration or modification of a vehicle using non-GM approved parts or accessories. Dealers should be especially cautious of accessory companies that claim the installation of their product will not void the factory warranty. Many times these companies have even given direction on how to quickly disassemble the accessory in an attempt to preclude the manufacturer from finding out that is has been installed. Any suspect repairs should be reviewed by the Fixed Operations Manager (FOM), and in Canada by the Warranty Manager (WM) for appropriate repair direction. If it is decided that a goodwill repair is to be made on the vehicle, even with the installation of such non-GM approved components, the customer is to be made aware of General Motors position on this issue and is to sign the appropriate goodwill documentation required by General Motors. It is imperative for dealers to understand that by installing such devices, they are jeopardizing not only the warranty coverage, but also the performance and reliability of the customer's vehicle. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Specifications > PCM Connector C1 (Black) Engine Control Module: Specifications PCM Connector C1 (Black) ECM Connector: C1 ECM Connector: C1 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Specifications > PCM Connector C1 (Black) > Page 2782 Engine Control Module: Specifications PCM Connector C2 (Black) ECM Connector: C2 ECM Connector: C2 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Specifications > PCM Connector C1 (Black) > Page 2783 Engine Control Module: Specifications PCM Connector C3 (Green) ECM Connector: C3 ECM Connector: C3 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Locations > Component Locations Behind RH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Locations > Component Locations > Page 2786 Behind RH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > C1 (Black) Engine Control Module: Diagrams C1 (Black) ECM Connector: C1 ECM Connector: C1 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > C1 (Black) > Page 2789 Engine Control Module: Diagrams C2 (Black) ECM Connector: C2 ECM Connector: C2 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > C1 (Black) > Page 2790 Engine Control Module: Diagrams C3 (Green) ECM Connector: C3 ECM Connector: C3 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Page 2791 Engine Control Module: Description and Operation Computer Module PURPOSE: The Electronic Control Module or Powertrain Control Module (ECM/PCM) is the control center of the fuel injection system. It constantly looks at the information from various sensors (inputs) and controls the systems (outputs) that affect vehicle performance. The ECM/PCM also performs the diagnostic function of the system. It can recognize operational problems, alert the driver through the "SERVICE ENGINE SOON" or "MALFUNCTION INDICATOR LAMP" light, and store a code or codes which identify the problem areas to aid the technician in performing repairs. OPERATION: The computer is designed to process the various input information, and send the necessary electrical response to control fuel delivery, spark control, and other emission control systems. The computer can control these devices through the use of Quad Driver Modules (QDM). When the ECM/PCM is commanding a device or a component "ON," the voltage potential of the output is "LOW" or near zero volts. When the ECM/PCM is commanding a device or component "OFF," the voltage potential of the circuit will be "HIGH," or near 12 volts. The primary function of the QDM is to supply the ground for the component being controlled. The input information has an interrelation between sensor output. If one of the input devices failed, such as the oxygen sensor, this could affect more than one of the systems controlled by the computer. The computer has a learning ability which allows it to make corrections for minor variations in the fuel system to improve driveability. If the battery is disconnected to clear trouble codes or for repair, the learning process has to begin all over again, and a change may be noticed in the driving performance of the vehicle. To reset the vehicles learning ability, make sure the engine is at operating temperature and operate the vehicle at part throttle, moderate acceleration, and idle conditions, until normal performance returns. This vehicle is equipped with an ECM/PCM with two parts for service, a controller which is the ECM/PCM itself and a memory calibration unit called a MEM-CAL, PROM, or EPROM. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Testing and Inspection > Pinout Values and Diagnostic Parameters Engine Control Module: Pinout Values and Diagnostic Parameters ECM Connector: C1 ECM Connector: C1 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Testing and Inspection > Pinout Values and Diagnostic Parameters > Page 2794 ECM Connector: C2 ECM Connector: C2 (Description) ECM Connector: C3 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Testing and Inspection > Pinout Values and Diagnostic Parameters > Page 2795 ECM Connector: C3 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Engine Control Module > Component Information > Testing and Inspection > Page 2796 Engine Control Module: Service and Repair ECM Remove or Disconnect: 1. Negative battery cable. 2. Interior access panel. 3. Connectors from ECM/PCM. 3. ECM/PCM. NOTICE: To prevent possible electrostatic discharge damage to the ECM/PCM, Do Not touch the connector pins or soldered components on the circuit board. Install or Connect: 1. New ECM/PCM. 2. ECM connectors to ECM/PCM. 3. Negative battery cable. 4. interior access panel. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Specifications Idle Speed/Throttle Actuator - Electronic: Specifications Actuator Tightening Torque Actuator Tightening Torque Idle Air Control Valve 27 in.lb Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Specifications > Page 2800 LH Side Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Specifications > Page 2801 Harness Connector Faces: Idle Air Control Valve Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Specifications > Page 2802 Idle Speed/Throttle Actuator - Electronic: Description and Operation Idle Air Control Valve Assembly (IAC) PURPOSE: To control the engine idle speed and prevent stalling due to changes in engine load. OPERATION: The IAC valve controls the amount of air bypassed around the throttle plate. If more air is bypassed, idle speed will increase, and if less air is bypassed, the idle speed will decrease. The IAC valve accomplishes this by moving a conical shaped pintle in to decrease bypassed air and out to increase bypassed air. This can be seen as counts as displayed on a "SCAN" tool. Inward Movement of the pintle = Decreased RPM =Lower Counts. Outward Movement of the pintle = Increased RPM = Higher Counts. The ECM uses sensor and switch inputs to control the position of the IAC pintle. If the pintle is stuck open, the idle speed will remain high. If the pintle is stuck closed, the idle speed will be too low, and stalling may occur. If the pintle is stuck partially open, the idle speed will be higher than normal, and there will be no response to changes in engine load such as A/C ("ON") or transmission in ("Drive"). LOCATION: Throttle body. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Testing and Inspection > Chart C-2B, Idle Air Control (IAC) Valve Check Idle Speed/Throttle Actuator - Electronic: Testing and Inspection Chart C-2B, Idle Air Control (IAC) Valve Check Chart C-2B Idle Air Control (IAC) Circuit Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Testing and Inspection > Chart C-2B, Idle Air Control (IAC) Valve Check > Page 2805 Idle Air Control Circuit Circuit Description: The PCM controls engine idle speed with the Idle Air Control (IAC) valve. To increase idle speed, the PCM retracts the IAC valve pintle away from its seat, allowing more air to bypass the throttle bore. To decrease idle speed, it extends the IAC valve pintle towards its seat, reducing bypass air flow. A Tech 1 scan tool will display the PCM commands to the IAC valve in counts. Higher counts indicate more air bypass (higher idle). Lower counts indicate less air is allowed to bypass (lower idle). Test Description: Number(s) below refer to circled number(s) on the diagnostic chart. 1. The Tech 1 RPM control mode is used to extend and retract the IAC valve. The valve should move smoothly within the specified range. If the idle speed is commanded (IAC extended) too low (below 700 RPM), the engine may stall. This may be normal and would not indicate a problem. Retracting the IAC beyond its controlled range (above 1500 RPM) will cause a delay before the RPMs start dropping. This too is normal. 2. This test uses the Tech 1 to command the IAC controlled idle speed. The PCM issues commands to obtain commanded idle speed. The node lights each should flash red and green to indicate a good circuit as the PCM issues commands. While the sequence of color is not important if either light is "OFF" or does not flash red and green, check the circuits for faults, beginning with poor terminal contacts. Diagnostic Aids: A slow, unstable or fast idle may be caused by a non-IAC system problem that cannot be overcome by the IAC valve. Out of control range IAC scan tool counts will be above 60 if idle is too low and zero counts if idle is too high. The following checks should be made to repair a non-IAC system problem: ^ Vacuum leak (high idle). If idle is too high, stop the engine. Fully extend (low) IAC with Tech 1 scan tool. Start engine. If idle speed is above 800 RPM, locate and correct vacuum leak including crankcase ventilation system. Also check for binding of throttle blade or linkage. ^ System too lean (high air/fuel ratio). The idle speed may be too high or too low. Engine speed may vary tip and down and disconnecting the IAC valve does not help. DTC 44 may be set. Scan O2S voltage will be less than 300 mV (.3 volt). Check for low regulated fuel pressure, water in the fuel or a restricted injector. ^ System too rich (low air/fuel ratio). The idle speed will be too low. Scan tool IAC counts will usually be above 80. System is obviously rich and may exhibit black smoke in exhaust. Scan tool 02S voltage will be fixed above 800 mV (.8 volt). Check for high fuel pressure, leaking or sticking injector. Silicone contaminated Oxygen Sensors (O2S) scan voltage will be slow to respond. ^ Throttle body. Remove IAC valve and inspect bore for foreign material. ^ IAC valve electrical connections. IAC valve connections should be carefully checked for proper contact. ^ Crankcase ventilation valve. An incorrect or faulty crankcase ventilation valve may result in an incorrect idle speed. ^ Refer to "Rough, Unstable or Incorrect Idle, Stalling" in "Diagnosis By Symptom." ^ If intermittent poor driveability or idle symptoms are resolved by disconnecting the IAC, carefully recheck connections, valve terminal resistance or replace IAC. A rapid change of IAC counts are an indication of a loose connection or connector. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Testing and Inspection > Chart C-2B, Idle Air Control (IAC) Valve Check > Page 2806 Idle Speed/Throttle Actuator - Electronic: Testing and Inspection Idle Air Control (IAC) Reset Procedure IMPORTANT: If installing a new IAC valve, be sure to replace with an identical part. IAC valve pintle shape and diameter are designed for the specific application. Measure the distance between tip of IAC valve pintle and mounting flange. If greater than 28 mm, use ringer pressure to slowly retract the pintle. The force required to retract the pintle of a new valve will not cause damage to the valve. Reset IAC valve pintle position: a. Turn ignition "ON" for five seconds. b. Turn ignition "OFF" for ten seconds. c. Start engine, check for proper idle operation. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Service and Repair > Idle Air Control (IAC) Reset Procedure Idle Speed/Throttle Actuator - Electronic: Service and Repair Idle Air Control (IAC) Reset Procedure IMPORTANT: If installing a new IAC valve, be sure to replace with an identical part. IAC valve pintle shape and diameter are designed for the specific application. Measure the distance between tip of IAC valve pintle and mounting flange. If greater than 28 mm, use ringer pressure to slowly retract the pintle. The force required to retract the pintle of a new valve will not cause damage to the valve. Reset IAC valve pintle position: a. Turn ignition "ON" for five seconds. b. Turn ignition "OFF" for ten seconds. c. Start engine, check for proper idle operation. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Service and Repair > Idle Air Control (IAC) Reset Procedure > Page 2809 Idle Speed/Throttle Actuator - Electronic: Service and Repair Idle Air Control (IAC) Valve Replacement Throttle Body Assembly Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Service and Repair > Idle Air Control (IAC) Reset Procedure > Page 2810 IAC Valve REMOVAL: 1. Disconnect the idle air control (IAC) valve electrical connector. 2. Remove the IAC valve attaching screws. 3. Remove the IAC valve assembly. 4. Clean the IAC valve O-ring sealing surface, pintle valve, seat and air passage. ^ Use carburetor cleaner and a parts cleaning brush to remove carbon deposits. DO NOT use a cleaner that contains Methyl Ethyl Ketone. It is an extremely strong solvent, and not necessary for this type of deposit. ^ Shiny spots on the pintle or seat are normal, and do not indicate misalignment or a bent pintle shaft. ^ If the air passage has heavy deposits, remove the throttle body for complete cleaning. ^ Inspect the IAC valve O-ring for cuts, cracks or distortion. Replace if damaged. NOTE: If installing a new IAC valve, be sure to replace with an identical part. IAC valve pintle shape and diameter are designed for specific application. INSTALLATION: 1. If installing a new IAC valve, measure the distance between the tip of the pintle and the mounting flange. ^ If greater than 28 mm, use finger pressure to slowly retract the pintle. The force required to retract the pintle of a new valve will not cause damage to the valve. 2. Lubricate the IAC valve O-ring with clean engine oil. 3. Install the IAC valve assembly. 4. Install the IAC valve attaching screws, and tighten to 3.4 Nm (30 in lb). 5. Connect the IAC valve electrical connector. 6. START the engine and allow it to reach operating temperature. IDLE LEARN PROCEDURE: Any time the battery is disconnected, the programmed position of the IAC valve pintle is lost, and replaced with a default value. To return the IAC valve pintle to the correct position, perform the following procedure: 1. After restoring battery power, connect the Tech 1 "SCAN" tool. 2. Select "IAC SYSTEM," then select "IDLE LEARN" in the "MISC TEST" mode. 3. Proceed with idle learn as directed. ^ This procedure allows the ECM memory to be updated with the correct IAC valve pintle position, for the vehicle, and provide a stable idle speed. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Service and Repair > Idle Air Control (IAC) Reset Procedure > Page 2811 Idle Speed/Throttle Actuator - Electronic: Service and Repair Idle Air/Vacuum Signal Housing Throttle Body Assembly REMOVE OR DISCONNECT: 1. Negative battery terminal. 2. Vacuum harness connector. 3. IAC valve electrical connector. 4. Idle Air Control (IAC) valve. 5. Idle air/vacuum signal housing screws. 6. Idle air/vacuum signal housing assembly and gasket. Discard gasket. 7. Clean gasket mounting surfaces to ensure a good seal. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Speed/Throttle Actuator - Electronic > Component Information > Service and Repair > Idle Air Control (IAC) Reset Procedure > Page 2812 NOTE: Use care in cleaning old gasket material from machined aluminum surfaces. Sharp tools may damage sealing surfaces. INSTALL OR CONNECT: 1. New idle air/vacuum signal assembly gasket. 2. Idle air/vacuum signal housing assembly. 3. Idle air/vacuum signal housing screws. Tighten idle air/vacuum signal housing screws (starting in center and moving outward) to 3.4 N-m (30 lb. in.). 4. Measure Distance between tip of IAC valve pintle and mounting flange. If greater than 28 mm, use ringer pressure to slowly retract the pintle. The force required to retract the pintle of a new valve will not cause damage to the valve. 5. Lubricate IAC valve O-ring with clean engine, oil. 6. IAC valve assembly. 7. Attaching screws. Tighten IAC valve attaching screws to 3.0 N-m (27 lb. in.). 8. IAC valve electrical connector. 9. Vacuum harness connector. 10. Negative battery terminal. 11. Perform the "Idle Learn Procedure." The ECM will need to relearn the IAC valve pintle position following battery reconnect. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Serial Data <--> [Information Bus] > Component Information > Testing and Inspection Serial Data: Testing and Inspection Serial Data Line Diagnosis (Part 1 Of 2) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Serial Data <--> [Information Bus] > Component Information > Testing and Inspection > Page 2816 Serial Data Line Diagnosis (Part 2 Of 2) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component Information > Locations > Component Locations Knock Sensor: Component Locations LH Rear Of Engine Compartment (Manual) RH Rear Of Engine Compartment (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component Information > Locations > Component Locations > Page 2821 LH Rear Of Engine Compartment (Manual) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component Information > Locations > Page 2822 Knock Sensor: Description and Operation PURPOSE: The knock sensor is used to detect engine detonation (ping). The ECM will retard the electronic spark timing based on the signal received. OPERATION: The knock sensor detects abnormal vibration in the engine. Then, the knock sensor produces an AC signal which increases with the severity of the knock. The ECM reads this signal and retards the timing until the knock is stopped. LOCATION: Engine block near the cylinders. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component Information > Locations > Page 2823 Knock Sensor: Testing and Inspection Chart C-5 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component Information > Locations > Page 2824 Knock Sensor Circuit Circuit Description: The Knock Sensor (KS) is used to detect engine detonation and the PCM will retard the ignition control timing based on the signal being received. The circuitry, within the knock sensor, causes the PCMs 5 volts to be pulled down so that under a no knock condition, CKT 496 would measure about 2.5 volts. The knock sensor produces an AC signal, which rides on the 2.5 volts DC voltage. The amplitude and frequency are dependent upon the knock level. The EPROM used with this engine contains the functions which were part of remotely mounted knock sensor modules used on other GM vehicles. The knock sensor portion of the EPROM then sends a signal to other parts of the PCM which adjusts the spark timing to retard the spark and reduce the detonation. Test Description: Number(s) below refer to circled number(s) on the diagnostic chart. 1. With engine idling, there should not be a knock signal present at the PCM, because detonation is not likely under a no load condition. 2. Tapping on the engine lift bracket should simulate a knock signal to determine if the sensor is capable of detecting detonation. If no knock is detected, try tapping on engine block closer to sensor before replacing sensor. 3. If the engine has an internal problem which is creating a knock, the knock sensor may be responding to the internal failure. 4. This test determines if the knock sensor is faulty or if the KS portion of the EPROM is faulty. If it is determined that the EPROM is faulty, be sure that it is properly installed and latched into place. If not properly installed, repair and retest. Diagnostic Aids: While observing knock signal on the Tech 1 scan tool, there should be an indication that knock is present, when detonation can be heard. Detonation is most likely to occur under high engine load conditions. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Malfunction Indicator Lamp > Component Information > Service and Repair Malfunction Indicator Lamp: Service and Repair The check "engine lamp", "service engine soon" or "malfunction indiactor" lamp will be illuminated when the ignition switch is placed in the "ON" position. When the engine is started, the lamp should go "OFF." If the lamp remains "ON" for 10 seconds or constantly after the engine is started, the self diagnosis system has detected a problem and has stored a code in the system Electronic Control Module (ECM/PCM). After diagnosis and repair, the ECM/PCM memory can be cleared of codes as follows: Remove the ECM/PCM fuse or disconnect the battery ground cable for approximately 30 seconds, with ignition switch in the "OFF" position. It should be noted, if battery ground cable is disconnected to clear codes, components such as clocks, electronically tuned radios etc., will have to be reset. On vehicles that are equipped as such, the ECM/PCM power feed is connected by a pigtail, in-line fuse holder, at the positive battery terminal. To clear codes within the ECM/PCM system and protect the components that need resetting, disconnect the in-line fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Specifications > Electrical Specifications Manifold Pressure/Vacuum Sensor: Electrical Specifications Idle 1-2 V Wide Open Throttle 4.4.8 V Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Specifications > Electrical Specifications > Page 2832 Manifold Pressure/Vacuum Sensor: Mechanical Specifications MAP Sensor Screws 27 in.lb Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Locations > Component Locations Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Locations > Component Locations > Page 2835 Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions Manifold Pressure/Vacuum Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2838 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2839 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2840 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2841 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2842 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2843 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2844 Manifold Pressure/Vacuum Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2845 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2846 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2847 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2848 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2849 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2850 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2851 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2852 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2853 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2854 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2855 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2856 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2857 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2858 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2859 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2860 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2861 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2862 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2863 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2864 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2865 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2866 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2867 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2868 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2869 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2870 Manifold Absolute Pressure Sensor Circuit Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Page 2871 Manifold Pressure/Vacuum Sensor: Description and Operation MAP Sensor PURPOSE: The Manifold Absolute Pressure (MAP) sensor is a pressure sensitive variable resistor. It measures the changes in the intake manifold pressure which result from engine load and speed changes, and converts this to a voltage output. The computer uses this voltage output to control fuel delivery and ignition timing. The MAP sensor is also used to measure barometric pressure at start up and under certain conditions, which allows the ECM to automatically adjust for different altitudes. OPERATION: The ECM supplies 5 volts to the MAP sensor and monitors the voltage on a signal line. The sensor provides a path to ground through its variable resistor. A closed throttle on engine coastdown will produce a relatively low MAP output, while a wide open throttle will produce a high output. Manifold Absolute Pressure (MAP) is the opposite of what is measured on a vacuum gauge. When manifold pressure is high, vacuum is low. A failure in the MAP sensor circuit should set Diagnostic Trouble Code. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Page 2872 Manifold Pressure/Vacuum Sensor: Testing and Inspection Chart C-1D Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Page 2873 Manifold Absolute Pressure Sensor Circuit Circuit Description: The Manifold Absolute Pressure (MAP) sensor measures the changes in the intake manifold pressure which result from engine load (intake manifold vacuum) and RPM changes; and converts these into a voltage output. The PCM sends a 5 volt reference voltage to the MAP sensor. As the manifold pressure changed, the output voltage of the sensor also changes. By monitoring the sensor output voltage, the PCM knows the manifold pressure. A lower pressure (low voltage) output voltage will be about 1-2 volts at idle, while higher pressure (high voltage) output voltage will be about 4-4.8 at Wide Open Throttle (WOT). The MAP sensor is also used, under certain conditions, to measure barometric pressure, allowing the PCM to make adjustments for different altitudes. The PCM used the MAP sensor to control fuel delivery and ignition timing Test Description: Number(s) below refer to circled number(s) on the diagnostic chart. Note: Be sure to use the same diagnostic test equipment for all measurements. 1. When comparing Tech 1 scan tool readings to a known good vehicle, it is important to compare vehicles that use a MAP sensor having the same color insert or having the same "Hot Stamped" number. 2. Applying 34 kPa (10" Hg) vacuum to the MAP sensor should cause the voltage to change Subtract second reading from the first. Voltage value should be greater than 1.5 volts. Upon applying vacuum to the sensor, the change in voltage should be instantaneous. A slow voltage change indicates a faulty sensor. 3. Check vacuum hose to sensor for leaking or restriction. Be sure that no other vacuum devices are connected to the MAP hose. Note: Make sure electrical connector remains securely fastened. Diagnostic Aids: Remove the MAP sensor from its bracket and gently twist sensor (by hand only) while observing the MAP display on a scan tool. Make sure electrical connector remains securely fastened. This is a good way to check for intermittent failures. Output fluctuations greater than .1 volt indicate a faulty sensor. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Memory Calibration Unit > Component Information > Technical Service Bulletins > PROM/MEMCAL - Identification Marks Memory Calibration Unit: Technical Service Bulletins PROM/MEMCAL - Identification Marks File In Section: 6E - Engine Fuel & Emission Bulletin No.: 44-65-01 Date: October, 1994 Subject: New PROM/MEMCAL Identification Markings Models: 1995 and Prior Passenger Cars and Trucks Note: For the purposes of this document, the terms PROM and MEMCAL will be used interchangeably. To simplify identification of service PROMs. a new external marking format will be implemented. Parts manufactured after Sept. 1994 will feature these new markings. This change will place the full 8-digit service part number on the PROM, in place of the old 4-digit "EXTERNAL ID" number. In the past, parts and service personnel could not identify a PROM without using a cross-reference table that matched external IDs and service numbers. In the future, the cross-reference table will not be required for PROMs; parts will be ordered directly from the number appearing on the PROM. However, the label will retain the broadcast code alpha characters to allow continued use of cross-reference charts, if so desired. Old Marking Format: New Marking Format: ^ Ordering the above PROM from the old marking format would require using a cross-reference chart to determine a service part number, based on the BROAD CAST CODE and EXTERNAL ID NUMBERS. ^ To order from the new format, simply combine the 2nd and 3rd lines to form an 8-digit part number that can be directly ordered from SPO (number 16134624 in the above example). As these changes are phased into the parts inventory, it should be noted that dealers will continue to see parts with both formats for some time in the future. This is because: ^ Millions of vehicles have already been built with the old format. ^ SPO has existing stock of MEMCALs and PROMs with the old format. ^ PROMS with 7-digit part numbers (representing less than 10% of current part numbers) will continue to use the old format. The 7-digit part numbers are easily identified because they always begin with "122xxxx". Due to manufacturing processes, more than one 8-digit part number may appear on a MEMCAL. In this event, service personnel should use the label on the exterior cover of the MEMCAL assembly. To avoid confusion, only the service label will include the BROAD CAST CODE, consisting of letter characters (I.E., ARCL). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Memory Calibration Unit > Component Information > Technical Service Bulletins > PROM/MEMCAL - Identification Marks > Page 2878 CHANGES TO MEMCAL/PROM LABELING FORMATS ^ MEMCALs may use either INK-JET or ADHESIVE labels, as shown. ^ PROMs will always use ADHESIVE labels with the same format as shown for MEMCALs. These changes will become effective on parts manufactured after 10/94. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Quad Driver <--> [Output Driver] > Component Information > Locations Quad Driver: Locations Quad/Output drivers are hard wired onto the ECM/PCM/VCM. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Quad Driver <--> [Output Driver] > Component Information > Locations > Page 2882 Quad Driver: Description and Operation Quad/Output Driver Module The Control Module in this vehicle controls most components with electronic switches which complete a ground circuit when turned on. When the switches are arranged in groups of 4, they can independently control up to 4 outputs and are called Quad Drivers. When the switches are arranged in groups of 7, they can independently control up to 7 outputs and are called Output Drivers. Not all outputs are always used. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Quad Driver <--> [Output Driver] > Component Information > Locations > Page 2883 Quad Driver: Testing and Inspection Little or no quad driver testing was supplied by the manufacturer. The engine module decides when to turn each switch of the driver "ON". Even though some models will set codes, in the end, if you want to check the driver itself, you'll need: 1. To use a scantool to command the suspected driver switch to energize (ground) the circuit, while checking with a test light, 2. To operate the vehicle in a way that should cause the suspected portion of the driver to switch "ON". On the up side, since the early 90's, most driver load circuits utilized circuit breakers. This protected most drivers and engine models from burning up when the circuit was overloaded. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Quad Driver <--> [Output Driver] > Component Information > Locations > Page 2884 Quad Driver: Service and Repair Quad/Output drivers are hard wired onto the ECM/PCM/VCM, and can't be serviced separately. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Technical Service Bulletins > Oxygen Sensors - Silica Contamination Oxygen Sensor: Technical Service Bulletins Oxygen Sensors - Silica Contamination Model Year: 1981 Bulletin No: 81-I-37 File In Group: 60 Number: 11 Date: Feb. 81 Subject: Silica Contamination of Oxygen Sensors and Gelation of Oil. Models Affected: All Oxygen sensor performance can deteriorate if certain RTV silicone gasket materials are used. Other RTV's when used with certain oils, may cause gelation of the oil. The degree of performance severity depends on the type of RTV and application of the engine involved. Therefore, when repairing engines where this item is involved, it is important to use either cork composition gaskets or RTV silicone gasket material approved for such use. GMS (General Motors Sealant) or equivalent material can be used. GMS is available through GMPD with the following part numbers: 1052366 3 oz. 1052434 10.14 oz. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Technical Service Bulletins > Page 2889 Oxygen Sensor: Specifications Oxygen Sensor 30 ft.lb Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Technical Service Bulletins > Page 2890 Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions Oxygen Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2893 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2894 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2895 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2896 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2897 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2898 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2899 Oxygen Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2900 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2901 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2902 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2903 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2904 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2905 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2906 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2907 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2908 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2909 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2910 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2911 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2912 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2913 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2914 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2915 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2916 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2917 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2918 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2919 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2920 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2921 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2922 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2923 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2924 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 2925 Oxygen Sensor Circuit Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Page 2926 Oxygen Sensor: Description and Operation Exhaust Oxygen Sensor (02) PURPOSE: The oxygen (O2) sensor measures the oxygen content of the exhaust. The ECM monitors the sensor to maintain air/fuel mixture of 14.7 to 1. OPERATION: The oxygen sensor monitors atmospheric air versus exhaust gas oxygen content to produce a voltage output. This voltage ranges from approximately 0.1 volt (high oxygen-lean mixture) to 0.9 volt (low oxygen-rich mixture). By monitoring the oxygen sensor output voltage, the computer can determine the amount of oxygen in the exhaust gas and adjust the air/fuel mixture accordingly, this is known as "CLOSED LOOP" operation. When the sensor is cold it is like an open circuit and produces no voltage below 600°F (315°C). An open sensor circuit or cold sensor causes "OPEN LOOP" operation. The heated oxygen sensor works in the same manner as the non-heated oxygen sensor. The exception is that B+ is supplied to a heating unit that is part of the sensor itself. This heater receives voltage from the generator charging circuit. The heater helps the ECM control the fuel injection sooner for better fuel emissions. There are no malfunction Codes to detect if the heater part of the sensor is working. LOCATION: Exhaust Manifold Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Page 2927 Oxygen Sensor: Testing and Inspection VISUAL INSPECTION: ^ Connectors and wires ^ Housing and insulator for cracks/damage ^ Sensor tip for silicone contamination (white powdery coating) PERFORMANCE TEST: Checks working range and response (speed). 1. Warm engine. 2. Install DVOM between sensor and ground (2 volt DC range). 3. Run engine at steady cruise speed (about 2500 rpm). Voltage should vary at least eight times in ten seconds between 0.2 and 0.8 volts (normal range). 4. Drive sensor rich: The use of a properly adjusted propane flow meter (J-26911) is industry standard. Voltage should increase to at least 0.8 volts within two to three seconds. 5. Drive sensor lean: Create a vacuum leak from a source that is not an ECM input or output. Voltage should drop to at least 0.3 volts within two to three seconds. NOTE: After each test the O2 sensor should return to normal operating range within two to three seconds. 6. O2 Sensor should be replaced for failure to pass any of the tests above. NOTE: A CEC system that is operating excessively rich or lean will drive the 02 sensor to its maximum range. The rich or lean condition should be repaired first and not diagnosed as an 02 sensor failure. 7. Reconnect all hoses and electrical connectors. Clear all codes set and retrain idle. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Page 2928 Oxygen Sensor: Service and Repair CAUTION: The Oxygen sensor uses a permanently attached pigtail and connector. This pigtail should not be removed from the oxygen sensor. Damage or removal of the pigtail or connector could affect proper operation of the oxygen sensor. ^ Take care when handling the oxygen sensor. The in-line electrical connector and louvered end must be kept free of grease, dirt or other contaminants. Also, avoid using cleaning solvents of any type. DO NOT drop or roughly handle the oxygen sensor. ^ The following procedure should be performed with engine temperature over 120°F otherwise the oxygen sensor may be difficult to remove. REMOVAL: 1. Remove negative battery cable. 2. Disconnect electrical connector. 3. Remove oxygen sensor. NOTE: A special anti-seize compound is used on the oxygen sensor threads. The compound consists of a liquid graphite and glass beads. The graphite will burn away, but the glass beads will remain, making the sensor easier to remove. New or service sensors will already have the compound applied to the threads. If a sensor is removed from an engine, and, if for any reason it is to be reinstalled, the threads must have anti-seize compound applied before reinstallation. INSTALLATION: 1. Coat the threads of the oxygen sensor with anti-seize compound P/N 5613695, or equivalent if necessary. 2. Install the sensor in the engine, and tighten to 41 Nm (30 ft lb). 3. Re-connect the electrical connector. 4. Re-connect the negative battery cable. 5. Before starting engine, perform IDLE LEARN PROCEDURE. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Power Steering Pressure Switch > Component Information > Locations > Component Locations Center Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Power Steering Pressure Switch > Component Information > Locations > Component Locations > Page 2933 Center Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Power Steering Pressure Switch > Component Information > Locations > Page 2934 Power Steering Pressure Switch: Description and Operation Power Steering Pressure Switch PURPOSE To sense high pressure in the steering box and signal the ECM to adjust the idle speed accordingly. OPERATION The Power Steering Pressure Switch (PSPS) opens during high pressure power steering situations. When the power steering switch is open, power to the A/C relay is shut "OFF," resulting in A/C compressor clutch disengagement. Also, a signal is sent to the ECM. The ECM uses this signal to compensate for the additional engine load by moving the IAC valve. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Power Steering Pressure Switch > Component Information > Locations > Page 2935 Power Steering Pressure Switch: Testing and Inspection Chart C-1E Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Power Steering Pressure Switch > Component Information > Locations > Page 2936 Power Steering Pressure Switch Circuit Circuit Description: The Power Steering Pressure (PSP) switch is normally open to ground and CKT 495 will be near the battery voltage. Turning the steering wheel increases power steering oil pressure and its load on an idling engine. The pressure switch will close before the load can cause an idle problem. Closing the switch causes CKT 495 to read less than 1 volt. The PCM will increase the idle air rate and disengage the A/C relay. ^ A pressure switch that will not close or an open CKT 495 or 450, may cause the engine to stop when power steering loads are high. ^ A switch that will not open, or a CKT 495 shorted to ground, may affect idle quality and will cause the A/C relay to be de-energized. Test Description: Number(s) below refer to circled number(s) on the diagnostic chart. 1. Different makes of scan tools may display the state of this switch in different ways. Refer to scan tool operator's manual to determine how this input is displayed. 2. Checks to determine if CKT 495 is shorted to ground. 3. This should simulate a closed switch. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > Engine Controls - Aftermarket Accessory Usage Engine Control Module: Technical Service Bulletins Engine Controls - Aftermarket Accessory Usage INFORMATION Bulletin No.: 04-06-04-054B Date: November 18, 2010 Subject: Info - Non-GM Parts and Accessories (Aftermarket) Models: 2011 and Prior GM Passenger Cars and Trucks Supercede: This bulletin is being revised to add model years and update to the new U.S. Fixed Operation Manager (FOM) and Canada Warranty Manager (WM) names. Please discard Corporate Bulletin Number 04-06-04-054A (Section 06 - Engine/Propulsion System). The recent rise and expansion of companies selling non-GM parts and accessories has made it necessary to issue this reminder to dealers regarding GM's policy on the use and installation of these aftermarket components. When a dealer is performing a repair under the New Vehicle Limited Warranty, they are required to use only genuine GM or GM-approved parts and accessories. This applies to all warranty repairs, special policy repairs or any repairs paid for by GM. Parts and accessories advertised as being "the same" as parts manufactured by GM, but not sold through GM, do not qualify for use in warranty repairs, special policy repairs or any repairs paid for by GM. During a warranty repair, if a GM original equipment part is not available through GM Customer Care and Aftersales (GM CC&A;), ACDelco(R) distributors, other GM dealers or approved sources, the dealer is to obtain comparable, non-GM parts and clearly indicate, in detail, on the repair order the circumstances surrounding why non-GM parts were used. The dealer must give customers written notice, prior to the sale or service, that such parts or accessories are not marketed or warranted by General Motors. It should also be noted that dealers modifying new vehicles and installing equipment, parts and accessories obtained from sources not authorized by GM are responsible for complying with the National Traffic and Motor Vehicle Safety Act. Certain non-approved parts or assemblies, installed by the dealer or its agent not authorized by GM, may result in a change to the vehicle's design characteristics and may affect the vehicle's ability to conform to federal law. Dealers must fully understand that non-GM approved parts may not have been validated, tested or certified for use. This puts the dealer at risk for potential liability in the event of a part or vehicle failure. If a GM part failure occurs as the result of the installation or use of a non-GM approved part, the warranty will not be honored. A good example of non-authorized modification of vehicles is the result of an ever increasing supply of aftermarket devices available to the customer, which claim to increase the horsepower and torque of the Duramax(TM) Diesel Engines. These include the addition of, but are not limited to one or more of the following modifications: - Propane injection - Nitrous oxide injection - Additional modules (black boxes) that connect to the vehicle wiring systems - Revised engine calibrations downloaded for the engine control module - Calibration modules which connect to the vehicle diagnostic connector - Modification to the engine turbocharger waste gate Although the installation of these devices, or modification of vehicle components, can increase engine horsepower and torque, they may also negatively affect the engine emissions, reliability and/or durability. In addition, other powertrain components, such as transmissions, universal joints, drive shafts, and front/rear axle components, can be stressed beyond design safety limits by the installation of these devices. General Motors does not support or endorse the use of devices or modifications that, when installed, increase the engine horsepower and torque. It is because of these unknown stresses, and the potential to alter reliability, durability and emissions performance, that GM has adopted a policy that prevents any UNAUTHORIZED dealer warranty claim submissions to any remaining warranty coverage, to the powertrain and driveline components whenever the presence of a non-GM (aftermarket) calibration is confirmed - even if the non-GM control module calibration is subsequently removed. Refer to the latest version of Bulletin 09-06-04-026 (V8 Gas Engines) or 06-06-01-007 (Duramax(TM) Diesel Engines) for more information on dealer requirements for calibration verification. These same policies apply as they relate to the use of non-GM accessories. Damage or failure from the use or installation of a non-GM accessory will not be covered under warranty. Failure resulting from the alteration or modification of the vehicle, including the cutting, welding or disconnecting of the vehicle's original equipment parts and components will void the warranty. Additionally, dealers will NOT be reimbursed or compensated by GM in the event of any legal inquiry at either the local, state or federal level that Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > Engine Controls - Aftermarket Accessory Usage > Page 2942 results from the alteration or modification of a vehicle using non-GM approved parts or accessories. Dealers should be especially cautious of accessory companies that claim the installation of their product will not void the factory warranty. Many times these companies have even given direction on how to quickly disassemble the accessory in an attempt to preclude the manufacturer from finding out that is has been installed. Any suspect repairs should be reviewed by the Fixed Operations Manager (FOM), and in Canada by the Warranty Manager (WM) for appropriate repair direction. If it is decided that a goodwill repair is to be made on the vehicle, even with the installation of such non-GM approved components, the customer is to be made aware of General Motors position on this issue and is to sign the appropriate goodwill documentation required by General Motors. It is imperative for dealers to understand that by installing such devices, they are jeopardizing not only the warranty coverage, but also the performance and reliability of the customer's vehicle. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Specifications > PCM Connector C1 (Black) Engine Control Module: Specifications PCM Connector C1 (Black) ECM Connector: C1 ECM Connector: C1 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Specifications > PCM Connector C1 (Black) > Page 2945 Engine Control Module: Specifications PCM Connector C2 (Black) ECM Connector: C2 ECM Connector: C2 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Specifications > PCM Connector C1 (Black) > Page 2946 Engine Control Module: Specifications PCM Connector C3 (Green) ECM Connector: C3 ECM Connector: C3 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Locations > Component Locations Behind RH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Locations > Component Locations > Page 2949 Behind RH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > C1 (Black) Engine Control Module: Diagrams C1 (Black) ECM Connector: C1 ECM Connector: C1 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > C1 (Black) > Page 2952 Engine Control Module: Diagrams C2 (Black) ECM Connector: C2 ECM Connector: C2 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > C1 (Black) > Page 2953 Engine Control Module: Diagrams C3 (Green) ECM Connector: C3 ECM Connector: C3 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Diagrams > Page 2954 Engine Control Module: Description and Operation Computer Module PURPOSE: The Electronic Control Module or Powertrain Control Module (ECM/PCM) is the control center of the fuel injection system. It constantly looks at the information from various sensors (inputs) and controls the systems (outputs) that affect vehicle performance. The ECM/PCM also performs the diagnostic function of the system. It can recognize operational problems, alert the driver through the "SERVICE ENGINE SOON" or "MALFUNCTION INDICATOR LAMP" light, and store a code or codes which identify the problem areas to aid the technician in performing repairs. OPERATION: The computer is designed to process the various input information, and send the necessary electrical response to control fuel delivery, spark control, and other emission control systems. The computer can control these devices through the use of Quad Driver Modules (QDM). When the ECM/PCM is commanding a device or a component "ON," the voltage potential of the output is "LOW" or near zero volts. When the ECM/PCM is commanding a device or component "OFF," the voltage potential of the circuit will be "HIGH," or near 12 volts. The primary function of the QDM is to supply the ground for the component being controlled. The input information has an interrelation between sensor output. If one of the input devices failed, such as the oxygen sensor, this could affect more than one of the systems controlled by the computer. The computer has a learning ability which allows it to make corrections for minor variations in the fuel system to improve driveability. If the battery is disconnected to clear trouble codes or for repair, the learning process has to begin all over again, and a change may be noticed in the driving performance of the vehicle. To reset the vehicles learning ability, make sure the engine is at operating temperature and operate the vehicle at part throttle, moderate acceleration, and idle conditions, until normal performance returns. This vehicle is equipped with an ECM/PCM with two parts for service, a controller which is the ECM/PCM itself and a memory calibration unit called a MEM-CAL, PROM, or EPROM. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Testing and Inspection > Pinout Values and Diagnostic Parameters Engine Control Module: Pinout Values and Diagnostic Parameters ECM Connector: C1 ECM Connector: C1 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Testing and Inspection > Pinout Values and Diagnostic Parameters > Page 2957 ECM Connector: C2 ECM Connector: C2 (Description) ECM Connector: C3 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Testing and Inspection > Pinout Values and Diagnostic Parameters > Page 2958 ECM Connector: C3 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Engine Control Module > Component Information > Testing and Inspection > Page 2959 Engine Control Module: Service and Repair ECM Remove or Disconnect: 1. Negative battery cable. 2. Interior access panel. 3. Connectors from ECM/PCM. 3. ECM/PCM. NOTICE: To prevent possible electrostatic discharge damage to the ECM/PCM, Do Not touch the connector pins or soldered components on the circuit board. Install or Connect: 1. New ECM/PCM. 2. ECM connectors to ECM/PCM. 3. Negative battery cable. 4. interior access panel. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications Coolant Temperature Sensor/Switch (For Computer): Specifications Resistance 177 ohms at 212 deg F 241 ohms at 194 deg F 332 ohms at 176 deg F 467 ohms at 158 deg F 667 ohms at 140 deg F 973 ohms at 122 deg F 1188 ohms at 113 deg F 1459 ohms at 104 deg F 1802 ohms at 95 deg F 2238 ohms at 86 deg F 2796 ohms at 77 deg F 3520 ohms at 68 deg F 4450 ohms at 59 deg F 5670 ohms at 50 deg F 7280 ohms at 41 deg F 9420 ohms at 32 deg F 12300 ohms at 23 deg F 16180 ohms at 14 deg F 21450 ohms at 5 deg F 28680 ohms at -4 deg F 52700 ohms at -22 deg F 100700 ohms at -40 deg F Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications > Page 2964 Coolant Temperature Sensor/Switch (For Computer): Locations Rear Of Engine Compartment LH rear of engine, on Coolant Outlet Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions Coolant Temperature Sensor/Switch (For Computer): Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2967 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2968 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2969 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2970 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2971 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2972 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2973 Coolant Temperature Sensor/Switch (For Computer): Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2974 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2975 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2976 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2977 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2978 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2979 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2980 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2981 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2982 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2983 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2984 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2985 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2986 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2987 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2988 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2989 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2990 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2991 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2992 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2993 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2994 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2995 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2996 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2997 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2998 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 2999 Coolant Temperature Sensor Circuit Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Page 3000 Coolant Temperature Sensor/Switch (For Computer): Description and Operation Engine Coolant Temperature Sensor PURPOSE The Engine Coolant Temperature sensor (ECT) is used to control: ^ Fuel delivery ^ Torque Converter Clutch (TCC) ^ Engine Spark Timing (EST) ^ Controlled Canister Purge (CCP) ^ Idle Air Control (IAC) ^ Cooling Fan OPERATION: The ECT is a thermistor that is located in the engine coolant flow. When the coolant temperature is low, the sensor produces a high resistance. When the coolant temperature is high, the sensor produces a low resistance. The ECM sends a 5.0 volt signal to the ECT through a resistor in the computer and measures the voltage. The voltage will be high or low depending on coolant temperature. With the ECT varying its resistance, the ECM can sense engine coolant temperature by reading the varying voltage. LOCATION: Engine thermostat and coolant outlet. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Locations Crankshaft Position Sensor: Locations Crankshaft Position Sensor RH rear of engine, on exhaust manifold Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Locations > Page 3004 Crankshaft Position Sensor: Description and Operation Typical DIS Crankshaft Sensor PURPOSE: The crankshaft sensor provides a signal through the Direct Ignition (DI), which the ECM uses as reference to calculate rpm and crankshaft position. OPERATION: This sensor protrudes into the block, within approximately .050" of the engine crankshaft reluctor. The reluctor is a special wheel cast into the crankshaft with seven slots cast into it, six of which are evenly spaced 60° apart. A seventh slot is spaced 10° from one of the other slots and serves to generate a "sync pulse." As the reluctor rotates as part of the crankshaft, the slots change the magnetic field of the sensor, creating an induced voltage pulse. Based on the crank sensor pulses, the ignition module sends reference signals to the ECM which are used to indicate crankshaft position and engine speed. LOCATION: This sensor is mounted remotely from the ignition module, right hand side of engine, at the end of the crank shaft. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Locations > Page 3005 Crankshaft Position Sensor: Service and Repair Crankshaft Position Sensor Remove or Disconnect 1. Sensor harness connector. 2. Sensor to block bolt. 3. Sensor from engine. Inspect ^ Sensor O-ring for wear, cracks or leakage. Replace if necessary. Lube new O-ring with engine oil before installing. Install or Connect 1. Sensor into hole in block. 2. Sensor to block bolt. ^ Torque to 8 N.m (71 lb. in.). 3. Sensor harness connector. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Specifications > Electrical Specifications Intake Air Temperature Sensor: Electrical Specifications Resistance 177 ohms at 212 deg F 241 ohms at 194 deg F 332 ohms at 176 deg F 467 ohms at 158 deg F 667 ohms at 140 deg F 973 ohms at 122 deg F 1188 ohms at 113 deg F 1459 ohms at 104 deg F 1802 ohms at 95 deg F 2238 ohms at 86 deg F 2796 ohms at 77 deg F 3520 ohms at 68 deg F 4450 ohms at 59 deg F 5670 ohms at 50 deg F 7280 ohms at 41 deg F 9420 ohms at 32 deg F 12300 ohms at 23 deg F 16180 ohms at 14 deg F 21450 ohms at 5 deg F 28680 ohms at -4 deg F 52700 ohms at -22 deg F 100700 ohms at -40 deg F Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Specifications > Electrical Specifications > Page 3010 Intake Air Temperature Sensor: Mechanical Specifications Torque Valve Torque Valve Induction Air Sensor 44 in.lb Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Specifications > Page 3011 Intake Air Temperature Sensor: Locations Top Front Of Engine (2.2L Shown, Others similar) Intake Air Temperature Sensor is located LH front of Engine Compartment, on Air Cleaner. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions Intake Air Temperature Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3014 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3015 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3016 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3017 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3018 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3019 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3020 Intake Air Temperature Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3021 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3022 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3023 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3024 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3025 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3026 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3027 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3028 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3029 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3030 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3031 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3032 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3033 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3034 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3035 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3036 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3037 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3038 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3039 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3040 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3041 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3042 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3043 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3044 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3045 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3046 Intake Air Temperature Sensor Circuit Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature Sensor > Component Information > Diagrams > Page 3047 Intake Air Temperature Sensor: Description and Operation Intake Air Temperature Sensor PURPOSE: The Intake Air Temperature (IAT) sensor is a thermistor, a variable resistor which changes value based on temperature, mounted in the air cleaner assembly. The IAT sensor input affects fuel delivery and ignition timing controls in the ECM. OPERATION: The ECM supplies 5 volts to the IAT sensor and monitors the voltage on a signal line. The sensor provides a path to ground through its thermistor. The voltage will be high when the intake air is cold and low when the air is hot. By monitoring the voltage, the ECM calculates the intake air temperature. Low intake air temperature produces high resistance (100,000 ohms at -40°C/-40°F, while high temperature causes low resistance (70 ohms at 130 °C/266°F). A failure in the IAT circuit should set a Diagnostic Trouble Code (DTC) 23/25. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Knock Sensor > Component Information > Locations > Component Locations Knock Sensor: Component Locations LH Rear Of Engine Compartment (Manual) RH Rear Of Engine Compartment (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Knock Sensor > Component Information > Locations > Component Locations > Page 3052 LH Rear Of Engine Compartment (Manual) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Knock Sensor > Component Information > Locations > Page 3053 Knock Sensor: Description and Operation PURPOSE: The knock sensor is used to detect engine detonation (ping). The ECM will retard the electronic spark timing based on the signal received. OPERATION: The knock sensor detects abnormal vibration in the engine. Then, the knock sensor produces an AC signal which increases with the severity of the knock. The ECM reads this signal and retards the timing until the knock is stopped. LOCATION: Engine block near the cylinders. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Knock Sensor > Component Information > Locations > Page 3054 Knock Sensor: Testing and Inspection Chart C-5 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Knock Sensor > Component Information > Locations > Page 3055 Knock Sensor Circuit Circuit Description: The Knock Sensor (KS) is used to detect engine detonation and the PCM will retard the ignition control timing based on the signal being received. The circuitry, within the knock sensor, causes the PCMs 5 volts to be pulled down so that under a no knock condition, CKT 496 would measure about 2.5 volts. The knock sensor produces an AC signal, which rides on the 2.5 volts DC voltage. The amplitude and frequency are dependent upon the knock level. The EPROM used with this engine contains the functions which were part of remotely mounted knock sensor modules used on other GM vehicles. The knock sensor portion of the EPROM then sends a signal to other parts of the PCM which adjusts the spark timing to retard the spark and reduce the detonation. Test Description: Number(s) below refer to circled number(s) on the diagnostic chart. 1. With engine idling, there should not be a knock signal present at the PCM, because detonation is not likely under a no load condition. 2. Tapping on the engine lift bracket should simulate a knock signal to determine if the sensor is capable of detecting detonation. If no knock is detected, try tapping on engine block closer to sensor before replacing sensor. 3. If the engine has an internal problem which is creating a knock, the knock sensor may be responding to the internal failure. 4. This test determines if the knock sensor is faulty or if the KS portion of the EPROM is faulty. If it is determined that the EPROM is faulty, be sure that it is properly installed and latched into place. If not properly installed, repair and retest. Diagnostic Aids: While observing knock signal on the Tech 1 scan tool, there should be an indication that knock is present, when detonation can be heard. Detonation is most likely to occur under high engine load conditions. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Specifications > Electrical Specifications Manifold Pressure/Vacuum Sensor: Electrical Specifications Idle 1-2 V Wide Open Throttle 4.4.8 V Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Specifications > Electrical Specifications > Page 3060 Manifold Pressure/Vacuum Sensor: Mechanical Specifications MAP Sensor Screws 27 in.lb Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Locations > Component Locations Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Locations > Component Locations > Page 3063 Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions Manifold Pressure/Vacuum Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3066 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3067 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3068 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3069 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3070 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3071 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3072 Manifold Pressure/Vacuum Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3073 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3074 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3075 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3076 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3077 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3078 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3079 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3080 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3081 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3082 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3083 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3084 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3085 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3086 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3087 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3088 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3089 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3090 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3091 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3092 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3093 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3094 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3095 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3096 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3097 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3098 Manifold Absolute Pressure Sensor Circuit Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Page 3099 Manifold Pressure/Vacuum Sensor: Description and Operation MAP Sensor PURPOSE: The Manifold Absolute Pressure (MAP) sensor is a pressure sensitive variable resistor. It measures the changes in the intake manifold pressure which result from engine load and speed changes, and converts this to a voltage output. The computer uses this voltage output to control fuel delivery and ignition timing. The MAP sensor is also used to measure barometric pressure at start up and under certain conditions, which allows the ECM to automatically adjust for different altitudes. OPERATION: The ECM supplies 5 volts to the MAP sensor and monitors the voltage on a signal line. The sensor provides a path to ground through its variable resistor. A closed throttle on engine coastdown will produce a relatively low MAP output, while a wide open throttle will produce a high output. Manifold Absolute Pressure (MAP) is the opposite of what is measured on a vacuum gauge. When manifold pressure is high, vacuum is low. A failure in the MAP sensor circuit should set Diagnostic Trouble Code. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Page 3100 Manifold Pressure/Vacuum Sensor: Testing and Inspection Chart C-1D Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Manifold Pressure/Vacuum Sensor > Component Information > Diagrams > Page 3101 Manifold Absolute Pressure Sensor Circuit Circuit Description: The Manifold Absolute Pressure (MAP) sensor measures the changes in the intake manifold pressure which result from engine load (intake manifold vacuum) and RPM changes; and converts these into a voltage output. The PCM sends a 5 volt reference voltage to the MAP sensor. As the manifold pressure changed, the output voltage of the sensor also changes. By monitoring the sensor output voltage, the PCM knows the manifold pressure. A lower pressure (low voltage) output voltage will be about 1-2 volts at idle, while higher pressure (high voltage) output voltage will be about 4-4.8 at Wide Open Throttle (WOT). The MAP sensor is also used, under certain conditions, to measure barometric pressure, allowing the PCM to make adjustments for different altitudes. The PCM used the MAP sensor to control fuel delivery and ignition timing Test Description: Number(s) below refer to circled number(s) on the diagnostic chart. Note: Be sure to use the same diagnostic test equipment for all measurements. 1. When comparing Tech 1 scan tool readings to a known good vehicle, it is important to compare vehicles that use a MAP sensor having the same color insert or having the same "Hot Stamped" number. 2. Applying 34 kPa (10" Hg) vacuum to the MAP sensor should cause the voltage to change Subtract second reading from the first. Voltage value should be greater than 1.5 volts. Upon applying vacuum to the sensor, the change in voltage should be instantaneous. A slow voltage change indicates a faulty sensor. 3. Check vacuum hose to sensor for leaking or restriction. Be sure that no other vacuum devices are connected to the MAP hose. Note: Make sure electrical connector remains securely fastened. Diagnostic Aids: Remove the MAP sensor from its bracket and gently twist sensor (by hand only) while observing the MAP display on a scan tool. Make sure electrical connector remains securely fastened. This is a good way to check for intermittent failures. Output fluctuations greater than .1 volt indicate a faulty sensor. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Technical Service Bulletins > Oxygen Sensors - Silica Contamination Oxygen Sensor: Technical Service Bulletins Oxygen Sensors - Silica Contamination Model Year: 1981 Bulletin No: 81-I-37 File In Group: 60 Number: 11 Date: Feb. 81 Subject: Silica Contamination of Oxygen Sensors and Gelation of Oil. Models Affected: All Oxygen sensor performance can deteriorate if certain RTV silicone gasket materials are used. Other RTV's when used with certain oils, may cause gelation of the oil. The degree of performance severity depends on the type of RTV and application of the engine involved. Therefore, when repairing engines where this item is involved, it is important to use either cork composition gaskets or RTV silicone gasket material approved for such use. GMS (General Motors Sealant) or equivalent material can be used. GMS is available through GMPD with the following part numbers: 1052366 3 oz. 1052434 10.14 oz. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Technical Service Bulletins > Page 3106 Oxygen Sensor: Specifications Oxygen Sensor 30 ft.lb Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Technical Service Bulletins > Page 3107 Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions Oxygen Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3110 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3111 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3112 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3113 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3114 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3115 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3116 Oxygen Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3117 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3118 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3119 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3120 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3121 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3122 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3123 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3124 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3125 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3126 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3127 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3128 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3129 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3130 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3131 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3132 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3133 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3134 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3135 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3136 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3137 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3138 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3139 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3140 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3141 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3142 Oxygen Sensor Circuit Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Page 3143 Oxygen Sensor: Description and Operation Exhaust Oxygen Sensor (02) PURPOSE: The oxygen (O2) sensor measures the oxygen content of the exhaust. The ECM monitors the sensor to maintain air/fuel mixture of 14.7 to 1. OPERATION: The oxygen sensor monitors atmospheric air versus exhaust gas oxygen content to produce a voltage output. This voltage ranges from approximately 0.1 volt (high oxygen-lean mixture) to 0.9 volt (low oxygen-rich mixture). By monitoring the oxygen sensor output voltage, the computer can determine the amount of oxygen in the exhaust gas and adjust the air/fuel mixture accordingly, this is known as "CLOSED LOOP" operation. When the sensor is cold it is like an open circuit and produces no voltage below 600°F (315°C). An open sensor circuit or cold sensor causes "OPEN LOOP" operation. The heated oxygen sensor works in the same manner as the non-heated oxygen sensor. The exception is that B+ is supplied to a heating unit that is part of the sensor itself. This heater receives voltage from the generator charging circuit. The heater helps the ECM control the fuel injection sooner for better fuel emissions. There are no malfunction Codes to detect if the heater part of the sensor is working. LOCATION: Exhaust Manifold Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Page 3144 Oxygen Sensor: Testing and Inspection VISUAL INSPECTION: ^ Connectors and wires ^ Housing and insulator for cracks/damage ^ Sensor tip for silicone contamination (white powdery coating) PERFORMANCE TEST: Checks working range and response (speed). 1. Warm engine. 2. Install DVOM between sensor and ground (2 volt DC range). 3. Run engine at steady cruise speed (about 2500 rpm). Voltage should vary at least eight times in ten seconds between 0.2 and 0.8 volts (normal range). 4. Drive sensor rich: The use of a properly adjusted propane flow meter (J-26911) is industry standard. Voltage should increase to at least 0.8 volts within two to three seconds. 5. Drive sensor lean: Create a vacuum leak from a source that is not an ECM input or output. Voltage should drop to at least 0.3 volts within two to three seconds. NOTE: After each test the O2 sensor should return to normal operating range within two to three seconds. 6. O2 Sensor should be replaced for failure to pass any of the tests above. NOTE: A CEC system that is operating excessively rich or lean will drive the 02 sensor to its maximum range. The rich or lean condition should be repaired first and not diagnosed as an 02 sensor failure. 7. Reconnect all hoses and electrical connectors. Clear all codes set and retrain idle. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Page 3145 Oxygen Sensor: Service and Repair CAUTION: The Oxygen sensor uses a permanently attached pigtail and connector. This pigtail should not be removed from the oxygen sensor. Damage or removal of the pigtail or connector could affect proper operation of the oxygen sensor. ^ Take care when handling the oxygen sensor. The in-line electrical connector and louvered end must be kept free of grease, dirt or other contaminants. Also, avoid using cleaning solvents of any type. DO NOT drop or roughly handle the oxygen sensor. ^ The following procedure should be performed with engine temperature over 120°F otherwise the oxygen sensor may be difficult to remove. REMOVAL: 1. Remove negative battery cable. 2. Disconnect electrical connector. 3. Remove oxygen sensor. NOTE: A special anti-seize compound is used on the oxygen sensor threads. The compound consists of a liquid graphite and glass beads. The graphite will burn away, but the glass beads will remain, making the sensor easier to remove. New or service sensors will already have the compound applied to the threads. If a sensor is removed from an engine, and, if for any reason it is to be reinstalled, the threads must have anti-seize compound applied before reinstallation. INSTALLATION: 1. Coat the threads of the oxygen sensor with anti-seize compound P/N 5613695, or equivalent if necessary. 2. Install the sensor in the engine, and tighten to 41 Nm (30 ft lb). 3. Re-connect the electrical connector. 4. Re-connect the negative battery cable. 5. Before starting engine, perform IDLE LEARN PROCEDURE. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Power Steering Pressure Switch > Component Information > Locations > Component Locations Center Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Power Steering Pressure Switch > Component Information > Locations > Component Locations > Page 3150 Center Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Power Steering Pressure Switch > Component Information > Locations > Page 3151 Power Steering Pressure Switch: Description and Operation Power Steering Pressure Switch PURPOSE To sense high pressure in the steering box and signal the ECM to adjust the idle speed accordingly. OPERATION The Power Steering Pressure Switch (PSPS) opens during high pressure power steering situations. When the power steering switch is open, power to the A/C relay is shut "OFF," resulting in A/C compressor clutch disengagement. Also, a signal is sent to the ECM. The ECM uses this signal to compensate for the additional engine load by moving the IAC valve. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Power Steering Pressure Switch > Component Information > Locations > Page 3152 Power Steering Pressure Switch: Testing and Inspection Chart C-1E Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Power Steering Pressure Switch > Component Information > Locations > Page 3153 Power Steering Pressure Switch Circuit Circuit Description: The Power Steering Pressure (PSP) switch is normally open to ground and CKT 495 will be near the battery voltage. Turning the steering wheel increases power steering oil pressure and its load on an idling engine. The pressure switch will close before the load can cause an idle problem. Closing the switch causes CKT 495 to read less than 1 volt. The PCM will increase the idle air rate and disengage the A/C relay. ^ A pressure switch that will not close or an open CKT 495 or 450, may cause the engine to stop when power steering loads are high. ^ A switch that will not open, or a CKT 495 shorted to ground, may affect idle quality and will cause the A/C relay to be de-energized. Test Description: Number(s) below refer to circled number(s) on the diagnostic chart. 1. Different makes of scan tools may display the state of this switch in different ways. Refer to scan tool operator's manual to determine how this input is displayed. 2. Checks to determine if CKT 495 is shorted to ground. 3. This should simulate a closed switch. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Specifications > Electrical Specifications Throttle Position Sensor: Electrical Specifications At Closed Throttle < 0.9 V At Wide Open Throttle 4.7 V Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Specifications > Electrical Specifications > Page 3158 Throttle Position Sensor: Mechanical Specifications Throttle Position Sensor 18 in.lb Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Specifications > Page 3159 LH Side Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions Throttle Position Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3162 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3163 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3164 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3165 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3166 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3167 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3168 Throttle Position Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3169 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3170 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3171 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3172 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3173 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3174 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3175 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3176 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3177 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3178 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3179 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3180 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3181 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3182 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3183 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3184 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3185 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3186 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3187 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3188 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3189 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3190 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3191 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3192 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3193 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3194 Throttle Position Sensor Circuit Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Page 3195 Throttle Position Sensor: Description and Operation Throttle Position Sensor (TPS) PURPOSE: The Throttle Position Sensor (TPS) is a potentiometer that senses throttle angle and sends a signal to the ECM. This input to the ECM is used to control the fuel system on acceleration and deceleration. OPERATION: The TPS has three internal circuits. One to ground, a second from the ECM as a 5.0 volt reference source and a third circuit is used by the ECM to measure the output voltage. As the throttle angle changes (pressing down on accelerator pedal) the TPS voltage output varies from about .5 volt at idle to about 4.9 volts at wide open throttle (WOT). LOCATION: Side of throttle body opposite of throttle lever. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Page 3196 Throttle Position Sensor: Adjustments N/A: TPS is not adjustable on this engine. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Page 3197 Throttle Position Sensor: Service and Repair Throttle Position Sensor Typical Throttle Body Assembly REMOVAL: 1. Disconnect the Throttle Position Sensor electrical connector. 2. Remove the Throttle Position Sensor mounting screws. 3. Remove the Throttle Position Sensor. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Page 3198 NOTE: The Throttle Position Sensor (TPS) is an electrical component and must not be soaked in any liquid cleaner or solvent, damage may result. INSTALLATION: 1. With the throttle valve closed, position the Throttle Position Sensor on the throttle shaft, then align the screw holes. 2. Install the Throttle Position Sensor screws and tighten to 2.0 N-m (18 lb. in.). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Switch > Component Information > Locations LH Side Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Component Locations LH Rear Of Engine Compartment (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Component Locations > Page 3206 LH Rear Of Engine Compartment (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Page 3207 Harness Connector Faces: Park/Neutral Position Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Page 3208 Transmission Position Switch/Sensor: Description and Operation Park/Neutral Switch (Auto. Trans) PURPOSE: The PARK/NEUTRAL (P/N) switch indicates to the computer when the transmission is in PARK or NEUTRAL. This information is used by the ECM for Idle Air Control (IAC), Torque Converter Clutch (TCC) and Exhaust Gas Recirculation (EGR) operation. OPERATION: The P/N switch contacts are a part of the neutral switch and are closed to ground in park or neutral and open in drive ranges and reverse. The ECM supplies ignition voltage through a current limiting resistor to the switch and senses a closed circuit when voltage drops to less than 1 volt. NOTE: DO NOT drive the vehicle with the PARK/NEUTRAL switch disconnected, since idle quality may be affected. LOCATION: Top of transaxle. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Page 3209 Transmission Position Switch/Sensor: Testing and Inspection Chart C-1A Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Page 3210 Park/Neutral Position Switch Circuit Circuit Description: The Park/Neutral Position (PNP) switch contacts shown are a part of the Park/Neutral position switch and are closed to ground in park or neutral, and open in drive ranges. The PCM supplies ignition voltage through a pull up resistor to CKT 434 and senses a closed switch when the voltage on CKT 434 drops to less than one volt. The PCM uses the PNP signal as one of the inputs to control: ^ Idle speed. ^ VSS diagnostics. ^ EGR. If CKT 434 indicates PNP (grounded), while in drive range, the EGR would be inoperative, resulting in possible detonation. If CKT 434 indicates drive (open) a sag in the idle may occur when the gear selector is moved into drive range. Test Description: Number(s) below refer to circled number(s) on the diagnostic chart. 1. Checks for a closed switch to ground in park position. Different makes of scan toots will display the PNP switch differently. Refer to tool operator's manual for type of display used for a specific tool. 2. Checks for an open switch in drive range. 3. Be sure Tech 1 scan tool indicates drive, even while wiggling shifter, to test for an intermittent or misadjusted switch in drive range. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Locations > Component Locations Vehicle Speed Sensor: Component Locations LH Rear Of Engine Compartment (Manual) RH Rear Of Engine Compartment (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Locations > Component Locations > Page 3215 Vehicle Speed Sensor: Connector Locations LH Rear Of Engine Compartment (Manual) RH Rear Of Engine Compartment (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Locations > Page 3216 Vehicle Speed Sensor: Description and Operation The Vehicle Speed Sensor is a gear-driven Permanent Magnet Generator housed in the vehicle's transaxle. This sensor generates a sine wave output with a frequency proportional to vehicle speed. The Engine Control Module (ECM) converts this signal to an output that is switched to ground at a frequency of 4000 pulses per mile at the DK GRN (389) wire output. This output is pulled up to 5 volts or greater by the components that use these speed signals as input. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures Symptom Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 3219 Vehicle Speed Sensor: Component Tests and General Diagnostics Test A: Speedometer Is Inaccurate 1. Connect a Scan Tool to the DLC Connector. Drive the vehicle. Observe the Speedometer and compare it to the vehicle speed shown on the Scan Tool. ^ If both the Speedometer and Scan Tool display the same approximate speed, check for correct tire size, ECM MEM-CAL and Vehicle Speed Sensor. ^ If the Scan Tool and Speedometer do not display the same approximate speed, replace or exchange the Instrument Cluster (Refer to Instrument Panel, Gauges and Warning Indicators). ALTERNATE TEST ^ If the Kent Moore Tool J 38522 is available, do the following test. 2. Connect a Scan Tool to the DLC connector. Disconnect the Vehicle Speed Sensor connector. Connect a lead between the J 38522 vehicle speed generator's red output terminal and the Vehicle Speed Sensor connector terminal A (LT BLU). Connect a lead between the J 38522 generator's black output and terminal B (DK GRN/WHT). Plug the generator into the Cigar Lighter. Select 30 V P-P sine wave and set the frequency at 600hz. Observe the Speedometer and compare to the vehicle speed shown on the Scan Tool. ^ If both the Speedometer and Scan Tool display the same approximate speed, check for correct tire size, ECM MEM-CAL and Vehicle Speed Sensor. ^ If the Scan Tool and Speedometer do not display the same approximate speed, replace or exchange the Instrument Cluster (Refer to Instrument Panel, Gauges and Warning Indicators). See: Instrument Panel, Gauges and Warning Indicators Test B: Speed Signal Test Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Vehicle Speed Sensor > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 3220 Test C: Speed Out Put Test Speed Signal Test The Vehicle Speed Sensor is a gear-driven Permanent Magnet Generator housed in the vehicle's transaxle. This sensor generates a sine wave output with a frequency proportional to vehicle speed. The Engine Control Module (ECM) converts this signal to an output that is switched to ground at a frequency of 4000 pulses per mile at the DK GRN (389) wire output. This output is pulled up to 5 volts or greater by the components that use these speed signals as input. System Diagnosis ^ If referred here from Cruise Control, do Test B. See: Diagnostic Tests/Test B: Speed Signal Test ^ Refer to Symptom Table for listed symptoms and refer Diagnostic Tests for Diagnostic procedures. See: Symptom Related Diagnostic Procedures See: Diagnostic Tests Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Specifications > Electrical Specifications Throttle Position Sensor: Electrical Specifications At Closed Throttle < 0.9 V At Wide Open Throttle 4.7 V Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Specifications > Electrical Specifications > Page 3225 Throttle Position Sensor: Mechanical Specifications Throttle Position Sensor 18 in.lb Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Specifications > Page 3226 LH Side Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions Throttle Position Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3229 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3230 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3231 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3232 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3233 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3234 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3235 Throttle Position Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3236 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3237 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3238 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3239 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3240 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3241 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3242 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3243 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3244 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3245 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3246 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3247 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3248 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3249 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3250 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3251 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3252 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3253 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3254 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3255 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3256 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3257 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3258 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3259 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3260 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3261 Throttle Position Sensor Circuit Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Page 3262 Throttle Position Sensor: Description and Operation Throttle Position Sensor (TPS) PURPOSE: The Throttle Position Sensor (TPS) is a potentiometer that senses throttle angle and sends a signal to the ECM. This input to the ECM is used to control the fuel system on acceleration and deceleration. OPERATION: The TPS has three internal circuits. One to ground, a second from the ECM as a 5.0 volt reference source and a third circuit is used by the ECM to measure the output voltage. As the throttle angle changes (pressing down on accelerator pedal) the TPS voltage output varies from about .5 volt at idle to about 4.9 volts at wide open throttle (WOT). LOCATION: Side of throttle body opposite of throttle lever. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Page 3263 Throttle Position Sensor: Adjustments N/A: TPS is not adjustable on this engine. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Page 3264 Throttle Position Sensor: Service and Repair Throttle Position Sensor Typical Throttle Body Assembly REMOVAL: 1. Disconnect the Throttle Position Sensor electrical connector. 2. Remove the Throttle Position Sensor mounting screws. 3. Remove the Throttle Position Sensor. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Page 3265 NOTE: The Throttle Position Sensor (TPS) is an electrical component and must not be soaked in any liquid cleaner or solvent, damage may result. INSTALLATION: 1. With the throttle valve closed, position the Throttle Position Sensor on the throttle shaft, then align the screw holes. 2. Install the Throttle Position Sensor screws and tighten to 2.0 N-m (18 lb. in.). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Throttle Position Switch > Component Information > Locations LH Side Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Component Locations LH Rear Of Engine Compartment (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Component Locations > Page 3273 LH Rear Of Engine Compartment (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Page 3274 Harness Connector Faces: Park/Neutral Position Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Page 3275 Transmission Position Switch/Sensor: Description and Operation Park/Neutral Switch (Auto. Trans) PURPOSE: The PARK/NEUTRAL (P/N) switch indicates to the computer when the transmission is in PARK or NEUTRAL. This information is used by the ECM for Idle Air Control (IAC), Torque Converter Clutch (TCC) and Exhaust Gas Recirculation (EGR) operation. OPERATION: The P/N switch contacts are a part of the neutral switch and are closed to ground in park or neutral and open in drive ranges and reverse. The ECM supplies ignition voltage through a current limiting resistor to the switch and senses a closed circuit when voltage drops to less than 1 volt. NOTE: DO NOT drive the vehicle with the PARK/NEUTRAL switch disconnected, since idle quality may be affected. LOCATION: Top of transaxle. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Page 3276 Transmission Position Switch/Sensor: Testing and Inspection Chart C-1A Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Page 3277 Park/Neutral Position Switch Circuit Circuit Description: The Park/Neutral Position (PNP) switch contacts shown are a part of the Park/Neutral position switch and are closed to ground in park or neutral, and open in drive ranges. The PCM supplies ignition voltage through a pull up resistor to CKT 434 and senses a closed switch when the voltage on CKT 434 drops to less than one volt. The PCM uses the PNP signal as one of the inputs to control: ^ Idle speed. ^ VSS diagnostics. ^ EGR. If CKT 434 indicates PNP (grounded), while in drive range, the EGR would be inoperative, resulting in possible detonation. If CKT 434 indicates drive (open) a sag in the idle may occur when the gear selector is moved into drive range. Test Description: Number(s) below refer to circled number(s) on the diagnostic chart. 1. Checks for a closed switch to ground in park position. Different makes of scan toots will display the PNP switch differently. Refer to tool operator's manual for type of display used for a specific tool. 2. Checks for an open switch in drive range. 3. Be sure Tech 1 scan tool indicates drive, even while wiggling shifter, to test for an intermittent or misadjusted switch in drive range. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Locations > Component Locations Vehicle Speed Sensor: Component Locations LH Rear Of Engine Compartment (Manual) RH Rear Of Engine Compartment (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Locations > Component Locations > Page 3282 Vehicle Speed Sensor: Connector Locations LH Rear Of Engine Compartment (Manual) RH Rear Of Engine Compartment (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Locations > Page 3283 Vehicle Speed Sensor: Description and Operation The Vehicle Speed Sensor is a gear-driven Permanent Magnet Generator housed in the vehicle's transaxle. This sensor generates a sine wave output with a frequency proportional to vehicle speed. The Engine Control Module (ECM) converts this signal to an output that is switched to ground at a frequency of 4000 pulses per mile at the DK GRN (389) wire output. This output is pulled up to 5 volts or greater by the components that use these speed signals as input. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures Symptom Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 3286 Vehicle Speed Sensor: Component Tests and General Diagnostics Test A: Speedometer Is Inaccurate 1. Connect a Scan Tool to the DLC Connector. Drive the vehicle. Observe the Speedometer and compare it to the vehicle speed shown on the Scan Tool. ^ If both the Speedometer and Scan Tool display the same approximate speed, check for correct tire size, ECM MEM-CAL and Vehicle Speed Sensor. ^ If the Scan Tool and Speedometer do not display the same approximate speed, replace or exchange the Instrument Cluster (Refer to Instrument Panel, Gauges and Warning Indicators). ALTERNATE TEST ^ If the Kent Moore Tool J 38522 is available, do the following test. 2. Connect a Scan Tool to the DLC connector. Disconnect the Vehicle Speed Sensor connector. Connect a lead between the J 38522 vehicle speed generator's red output terminal and the Vehicle Speed Sensor connector terminal A (LT BLU). Connect a lead between the J 38522 generator's black output and terminal B (DK GRN/WHT). Plug the generator into the Cigar Lighter. Select 30 V P-P sine wave and set the frequency at 600hz. Observe the Speedometer and compare to the vehicle speed shown on the Scan Tool. ^ If both the Speedometer and Scan Tool display the same approximate speed, check for correct tire size, ECM MEM-CAL and Vehicle Speed Sensor. ^ If the Scan Tool and Speedometer do not display the same approximate speed, replace or exchange the Instrument Cluster (Refer to Instrument Panel, Gauges and Warning Indicators). See: Instrument Panel, Gauges and Warning Indicators Test B: Speed Signal Test Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 3287 Test C: Speed Out Put Test Speed Signal Test The Vehicle Speed Sensor is a gear-driven Permanent Magnet Generator housed in the vehicle's transaxle. This sensor generates a sine wave output with a frequency proportional to vehicle speed. The Engine Control Module (ECM) converts this signal to an output that is switched to ground at a frequency of 4000 pulses per mile at the DK GRN (389) wire output. This output is pulled up to 5 volts or greater by the components that use these speed signals as input. System Diagnosis ^ If referred here from Cruise Control, do Test B. See: Diagnostic Tests/Test B: Speed Signal Test ^ Refer to Symptom Table for listed symptoms and refer Diagnostic Tests for Diagnostic procedures. See: Symptom Related Diagnostic Procedures See: Diagnostic Tests Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Catalytic Converter > Component Information > Locations Catalytic Converter: Locations Exhaust System Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Catalytic Converter > Component Information > Locations > Page 3292 Converter Attachment (w/Flange And Clamp) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Catalytic Converter > Component Information > Locations > Page 3293 Catalytic Converter: Description and Operation Converter Types CAUTION: Prolonged operation with a misfiring or flooded engine may cause the converter to overheat. This could cause damage either to the catalyst itself or the operating vehicle and possible personal injury. NOTE: When jacking or lifting vehicle from frame side rails, be certain lift pads DO NOT contact catalytic converter otherwise damage to converter may result. PURPOSE: The Catalytic Converter (CAT) is an emission control device added to the exhaust system to effectively reduce the levels of carbon monoxide, hydrocarbons, and in some cases oxides of nitrogen, exiting the tailpipe. OPERATION: The CAT allows for a faster chemical reaction to take place and although it enters into the chemical reaction, it remains unchanged, ready to repeat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Catalytic Converter > Component Information > Locations > Page 3294 the process. This device sometimes requires the use of heat shields, due to its high operating temperatures. The heat shields are necessary to protect chassis components, passenger compartment, and other areas from heat related damage. CONSTRUCTION: General Motors uses four different converter designs in conjunction with two types of catalysts. The four converter designs are: 1. Single bed monolith 2. Dual bed monolith 3. Single bed pellet 4. Dual bed pellet The two types of catalysts used are an Oxidation catalyst and a Three-Way (Oxidation/Reduction) catalyst. The Oxidation catalyst is coated with a material containing platinum and palladium which lowers levels of carbon monoxide and hydrocarbons. The Three-Way (Oxidation/Reduction) catalyst is coated with platinum and rhodium which lowers levels of oxides of nitrogen (NOx), as well as carbon monoxide and hydrocarbons. All dual bed converters, whether monolith or pellet type, contain both oxidation and three-way catalysts. A small diameter fuel tank filler neck is used on catalytic converter equipped vehicles to prevent the use of leaded fuel pump nozzles. Since the use of leaded fuels, or fuel additives containing lead, contaminates the catalysts, rendering the catalyst ineffective, the use of unleaded fuels is mandatory on catalytic converter equipped vehicles. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Catalytic Converter > Component Information > Locations > Page 3295 Catalytic Converter: Testing and Inspection RESTRICTED EXHAUST TEST Proper diagnosis for a restricted exhaust system is essential before any components are replaced. The following procedure(s) may be used for diagnosis: Exhaust System Test at Oxygen Sensor CHECK AT 02 SENSOR: 1. Carefully remove O2 sensor. 2. Install Exhaust Backpressure Tester in place of 02 sensor. 3. After completing the diagnosis described below, be sure to coat threads of 02 sensor with anti-seize compound prior to re-installation. DIAGNOSIS: 1. With the engine idling at normal operating temperature, transaxle in park or neutral, observe the exhaust system backpressure reading on the gauge. The reading should not exceed .5 psi or 3.4 kPa. Increase engine speed to 3000 rpm and observe gauge. The reading should not exceed .75 psi or 5 kPa. 2. If the backpressure exceeds the given specifications, a restricted exhaust system is indicated. 3. Inspect the entire exhaust system for a collapsed pipe, heat distress, or possible internal muffler failure. 4. If there are no obvious reasons for the excessive backpressure, a restricted catalytic converter should be suspected, and replaced. THERMAL TEST Use a pyrometer to measure the temperature difference between the inlet and outlet. A warm and properly working catalytic converter will show about 100 degrees hotter at the outlet. NOTE: A fuel system that is running rich will not produce a catalyst and will indicate little or no temperature variation. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Evaporative Emissions System > Canister Purge Control Valve > Component Information > Locations > Component Locations Canister Purge Control Valve: Component Locations LH Rear Of Engine Compartment LH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Evaporative Emissions System > Canister Purge Control Valve > Component Information > Locations > Component Locations > Page 3301 LH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Evaporative Emissions System > Canister Purge Solenoid > Component Information > Locations RH Side Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Evaporative Emissions System > Canister Purge Solenoid > Component Information > Locations > Page 3305 Canister Purge Solenoid: Description and Operation Canister Purge Solenoid Normally Closed PURPOSE: The Canister Purge Solenoid is controlled by the ECM/PCM and allows manifold and/or ported vacuum to purge the fuel evaporative cannister when energized. OPERATION: The ECM/PCM operates a Pulse Width Modulated (PWM) solenoid to control vacuum to purge the canister. Under cold engine or idle conditions, the solenoid is turned "OFF" or "ON" by the ECM/PCM, depending on if it is a normally open or normally closed solenoid. This blocks or allows vacuum to the canister. The ECM/PCM may turn "ON" or "OFF" the solenoid valve and allow purge when the following conditions are met. ^ Engine coolant temperature above a certain temperature. ^ After the engine has been running a specified amount of time. In some cases the ECM/PCM may also look for these conditions in addition to those listed above in order to purge the canister. ^ Above a specified road speed. ^ Above a specified throttle opening. ^ Ignition "ON," engine stopped, diagnostic terminal grounded. The ECM/PCM also uses input from the 02 sensor to regulate purging of the canister. The ECM/PCM also has diagnostic capabilities to set a Code 26 in the event of a disconnected or shorted wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Evaporative Emissions System > Canister Purge Solenoid > Component Information > Locations > Page 3306 Canister Purge Solenoid: Testing and Inspection Chart C-3 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Evaporative Emissions System > Canister Purge Solenoid > Component Information > Locations > Page 3307 Canister Purge Solenoid Valve Circuit Circuit Description: Canister purge is controlled by a solenoid that allows manifold vacuum to purge the EVAP canister when deenergized. The PCM supplies a ground to energize the solenoid (purge "OFF"). The EVAP canister purge solenoid valve controlled by the PCM is pulse width modulated (turned "ON" and "OFF" several times a second). The duty cycle (pulse width) is determined by the amount of air flow, and the engine vacuum as determined by the MAP sensor input. The duty cycle is calculated by the PCM and the output commanded when the following conditions have been met: ^ Engine run time after start more than 3 minutes. ^ Coolant temperature greater than 80°C. ^ Vehicle speed greater than 15 mph ^ Throttle "OFF" idle. Also, if the diagnostic "test" terminal is grounded, with the key "ON" and engine "OFF," the EVAP purge solenoid is de-energized (purge "ON"). Test Description: Number(s) below refer to circled number(s) on the diagnostic chart. 1. Checks to see if the solenoid is opened or closed. The solenoid is normally energized in this step; so it should be closed. 2. Checks for a complete circuit. Normally, there is ignition voltage on CKT 39 and the PCM provides a ground on CKT 428. 3. Completes functional check by grounding "test" terminal. This should normally de-energize the solenoid opening the valve which should allow the vacuum to drop (purge "ON"). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Evaporative Emissions System > Evaporative Canister Filter > Component Information > Service and Repair Evaporative Canister Filter: Service and Repair NOTE: NOT ALL EVAPORATIVE EMISSION CONTROL CANISTERS HAVE A SERVICEABLE FILTER. At intervals recommended, usually every 24 months or 30,000 miles, the filter on an open bottom canister should be replaced, 1. Remove all hoses from the top of the canister and mark. Remove the canister. 2. Remove the filter element by squeezing it out from under the lip surface at bottom of canister and from under retainer bar, where used. 3. Squeeze the new element under retainer bar, where used, and position it evenly around the entire bottom of the canister. Tuck the edges under the lip of canister. 4. Reinstall the canister to its original position on the vehicle, following normal service procedures. 5. Reconnect the hoses to the top of the canister, according to the labeling on top of canister. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Valve > Component Information > Specifications EGR Valve: Specifications EGR Valve Bolts (2 No.s) 22 ft.lb Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Valve > Component Information > Locations > Component Locations Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Valve > Component Information > Locations > Component Locations > Page 3317 Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Valve > Component Information > Locations > Page 3318 Harness Connector Faces: Digital Exhaust Gas Recirculation (DEGR) Assembly Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Valve > Component Information > Locations > Page 3319 EGR Valve: Description and Operation EGR Valve (Digital) PURPOSE The exhaust gas recirculation (EGR) system is used to reduce oxides of nitrogen (NOx) emissions. The atmosphere is made up of mostly Nitrogen, with a smaller percentage of oxygen, and a mixture of other gases. Oxygen and Nitrogen do not normally combine except at very high temperatures and pressures, conditions which are present in the combustion chamber especially during hard acceleration. When the engine is under load, the EGR valve admits a small amount of exhaust gas into the intake manifold to mix with the air/fuel charge. The exhaust gas is essentially inert (contains no fuel or oxidizer) and reduces peak combustion temperatures and pressures by absorbing some of the heat of combustion without participating in the actual burn. Greater amounts of exhaust gas are metered in as engine speed and load are increased. The digitally controlled EGR valve is designed to accurately supply regulated amounts of exhaust gas to the intake manifold, independent of manifold vacuum. OPERATION EGR solenoid valves get battery power when the ignition is turned "ON" and become energized when the control module completes the circuit to ground. When a solenoid is energized, the armature, with attached shaft and swivel pintle, is lifted and the orifice is opened. Three solenoid valves control exhaust gas flow from the exhaust to the intake manifold through three orifices, to produce seven combinations of EGR flow. The valves should only open when the engine is at operating temperature, above idle speed and a vehicle speed present. The ECM uses the information from the the following sensors to control the flow: 1. Coolant temperature (CTS) 2. Throttle Position Sensor (TPS) 3. Mass Air Flow (MAF) or Manifold Absolute Pressure (MAP) CONSTRUCTION The pintles that close the EGR orifices are attached to the solenoid shafts with swivels. The swivel pintle feature insures good sealing of the exhaust gas flow, reducing the need for critical assembly alignment. The effects of EGR leakage on idle quality are reduced because the shaft and seals are exposed to the exhaust pressure instead of manifold vacuum. The shafts are sealed from the exhaust chamber by floating seals held in place by the seal spring. These springs also hold the upper seals of the armature cavity in the solenoids. The solenoid coils are fastened together to maximize reliability and to Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Valve > Component Information > Locations > Page 3320 seal the coils from the environment. The coils use a common power terminal with individual ground terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR Valve > Component Information > Locations > Page 3321 EGR Valve: Service and Repair Digital EGR Valve REMOVAL: - Remove electrical connector at solenoid. - Remove two base flange bolts and EGR. INSTALLATION: - Install EGR and flange bolts finger tight. - Tighten the long bolt first to 15 Nm (11 ft lbs). Then, tighten the short bolt to 15 Nm (11 ft lbs). Repeat sequence to 30 Nm (22 ft lbs). - Re-connect electrical connector at solenoid. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Fillpipe Restrictor > Component Information > Description and Operation Fillpipe Restrictor: Description and Operation Fuel Door And Restrictor (Typical) PURPOSE: To prevent refueling with leaded fuel, the fuel filter neck has a built-in restrictor and deflector. The opening in the restrictor will accept only the smaller unleaded gasoline fuel nozzle which must be fully inserted to bypass the deflector. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Positive Crankcase Ventilation > Crankcase Filter > Component Information > Service and Repair Crankcase Filter: Service and Repair The PCV system should be checked every 15,000 miles and also during regular engine tune-ups. If the PCV system includes a breather filter, located in the air cleaner housing, this filter should be replaced whenever the PCV valve or air cleaner is replaced. When a periodic inspection indicates the PCV is not functioning properly, it should be serviced by replacement only. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Positive Crankcase Ventilation > Positive Crankcase Ventilation Valve > Component Information > Service and Repair Positive Crankcase Ventilation Valve: Service and Repair The PCV system should be checked every 15,000 miles and also during regular engine tune-ups. If the PCV system includes a breather filter, located in the air cleaner housing, this filter should be replaced whenever the PCV valve or air cleaner is replaced. When a periodic inspection indicates the PCV is not functioning properly, it should be serviced by replacement only. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pressure > Diagnostic Connector - Fuel Pump > Component Information > Locations LH Side Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pressure > Fuel Pressure Test Port > Component Information > Service and Repair Fuel Pressure Test Port: Service and Repair Area around fuel pressure connection with GM X-30A or equivalent. REMOVE OR DISCONNECT: 1. Negative battery terminal. 2. Relieve fuel system pressure. 3. Fuel pressure connection and seal. Discard seal. INSTALL OR CONNECT: 1. New seal on fuel pressure connection. 2. Fuel pressure connection in fuel rail. Tighten Fuel pressure connection assembly to 10.0 N-m (88 lb. in.). 3. Tighten fuel filler cap. 4. Negative battery terminal. 5. Turn ignition switch to the "ON" position for two seconds, then turn to the "OFF" position for ten seconds. Again turn to the "ON" position, and check for fuel leaks. 6. Perform the "Idle Learn Procedure." The ECM will need to relearn the IAC valve pintle position following battery reconnect. Air Plenum And Fuel Rail Removal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pressure > Fuel Pressure Test Port > Component Information > Service and Repair > Page 3340 Fuel Pressure Connection REMOVAL: 1. Disconnect the negative battery cable. 2. Relieve the fuel system pressure, see FUEL SYSTEM PRESSURE RELIEF: 3. Remove intake manifold plenum, see INTAKE MANIFOLD PLENUM. 4. Clean area around the fuel pressure connection with GM X-30A or equivalent. 5. Remove the fuel pressure connection and seal, discard the seal. INSTALLATION: 1. Place a new seal on the fuel pressure connection assembly. 2. Screw the fuel pressure connection assembly into the fuel rail and tighten to 10.0 N-m (88 lb. in.). 3. Check for fuel leaks: a. Connect the negative battery cable. b. With engine "OFF" and ignition "ON," check for fuel leaks. c. Disconnect the negative battery cable. 4. Install the intake manifold plenum as per above procedure. IDLE LEARN PROCEDURE: Any time the battery is disconnected, the programmed position of the IAC valve pintle is lost, and replaced with a default value. To return the IAC valve pintle to the correct position, perform the following procedure: 1. After restoring battery power, connect the Tech 1 "SCAN" tool. 2. Select "IAC SYSTEM," then select "IDLE LEARN" in the "MISC TEST" mode. 3. Proceed with idle learn as directed. ^ This procedure allows the ECM memory to be updated with the correct IAC valve pintle position, for the vehicle, and provide a stable idle speed. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pressure Release > System Information > Service and Repair Fuel Pressure Release: Service and Repair WARNING: To reduce the risk of fire and personal injury, it is necessary to relieve the fuel system pressure before servicing fuel system components. After relieving system pressure, a small amount of fuel may be released when servicing fuel lines or connections. In order to reduce the chance of personal injury, cover fuel line fittings with a shop towel before disconnecting, to catch any fuel that may leak out. Place the towel in an approved container when disconnect is completed. When servicing the fuel system use the following precautions: a. Put a "CAUTION FLAMMABLE" sign in the workshop. b. Be sure shop is supplied with an adequate fire extinguisher. c. Be sure to disconnect the negative battery cable before any service work is done. d. Use a suitable container to catch any fuel that may leak from system during service. e. Always relieve fuel system pressure before disconnecting any lines. f. If the key must be turned "ON" while servicing fuel system, always disconnect or disable ignition, to insure no sparks occur near fuel vapors. PROCEDURE: Tool required: J34730-1 Fuel Pressure Gauge or equivalent. 1. Disconnect the negative battery cable, to avoid fuel pump turn "ON," if an accidental attempt is made to start the engine. 2. Loosen the fuel filler cap to relieve tank vapor pressure. 3. Connect the fuel pressure gauge to the pressure connection. Wrap a shop towel around the fitting while connecting the gauge to avoid spillage. 4. Install bleed hose into an approved container and open the valve to bleed the system pressure. Fuel connections are now safe for servicing. 5. Drain any fuel remaining in the gauge into an approved container. When repair to the fuel system has been completed, START the engine and check all connections that were loosened for leaks. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed > System Information > Specifications Idle Speed: Specifications The idle speed is computer controlled and there is no provision for adjustment. If idle speed is incorrect, refer to Computers and Control Systems / System Diagnosis. MINIMUM IDLE SPEED Transmission Gear Idle Speed IAC Counts Open/Closed Loop (2) N/A N/A (1) 10-20 CL (1) No idle speed specifications are provided for this vehicle. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed > System Information > Specifications > Page 3347 Idle Speed: Adjustments The ECM controls idle speed and no adjustment should be attempted. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Accelerator Controls <--> [Accelerator Pedal] > Component Information > Service and Repair Accelerator Controls: Service and Repair Accelerator Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Accelerator Controls <--> [Accelerator Pedal] > Component Information > Service and Repair > Page 3351 Accelerator Cable Underhood ACCELERATOR CONTROL CABLE Remove or Disconnect: 1. Left sound insulator. 2. Release cable retainer from lever assembly. 3. Depress cable tangs and push forward toward engine compartment. 4. Clip from throttle lever. 5. Depress tangs on cable trough cable bracket. Install or Connect: 1. Route cable through cable bracket. 2. Press cable upward through bracket making sure tangs expand and properly seat. 3. Route cable through cowl. 4. Slip accelerator cable through slot in rod and then install retainer in rod, being sure it is seated. Inspect: Check for correct opening and closing positions by operating accelerator pedal. Make sure that the throttle valve reaches wide-open throttle position. If it does not, inspect for damaged or bent brackets, levers, or other components; or, for poor carpet fit under the accelerator pedal. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Accelerator Controls <--> [Accelerator Pedal] > Component Information > Service and Repair > Page 3352 Flexible components (hoses, wires, conduits, etc.) must not be routed within 50 mm (2.0 in.) of moving parts of accelerator linkage outboard of support unless routing is positively controlled. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > Customer Interest for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: Customer Interest Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > Customer Interest for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON > Page 3362 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: All Technical Service Bulletins Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Air Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON > Page 3368 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Diagnostic Connector - Fuel Pump > Component Information > Locations LH Side Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fillpipe Restrictor > Component Information > Description and Operation Fillpipe Restrictor: Description and Operation Fuel Door And Restrictor (Typical) PURPOSE: To prevent refueling with leaded fuel, the fuel filter neck has a built-in restrictor and deflector. The opening in the restrictor will accept only the smaller unleaded gasoline fuel nozzle which must be fully inserted to bypass the deflector. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel > Component Information > Technical Service Bulletins > Customer Interest: > 93966C > Feb > 93 > Fuel System - Factors That Affect Economy/Mileage Fuel: Customer Interest Fuel System - Factors That Affect Economy/Mileage Number: 93-96-6C Section: 6C Date: FEB. 1993 Corporate Bulletin No.: 306502 ASE No.: A1, A8 Subject: FACTORS THAT AFFECT FUEL ECONOMY Model and Year: ALL YEARS ALL MODELS BACKGROUND INFORMATION: EPA fuel economy estimates are posted on the fuel economy label of all new vehicles. The only intended use of these values is for comparison among the different vehicles. Fuel economy estimates are generated from data taken during a laboratory test using pre-production prototype vehicles under extremely controlled conditions using a professional driver, with the vehicle operating on an instrument similar to a treadmill. The comparisons of current vehicle fuel economy to the EPA fuel economy estimates is a misuse of the information and should be discouraged. The EPA GAS MILEAGE GUIDE, available at each dealership, points out that the actual mileage when driving a vehicle may differ considerably from the estimated mileage. The guide also describes how vehicles are tested under identical conditions to insure the results can be compared with confidence. The EPA GAS MILEAGE GUIDE also points out that city fuel economy estimate simulates a 7.5 mile, stop-and-go trip with an average speed of 20 mph. The trip takes 23 minutes and has 18 stops. About 18 percent of the time is spent idling, as in waiting at traffic lights or in rush hour traffic. Two kinds of engine starts are used - the cold start, which is similar to starting a car in the morning after it has been parked all night - and the hot start, similar to restarting a vehicle after it has been warmed up, driven and stopped for a short time. The test to determine the highway fuel economy estimate represents a mixture of "non-city" driving. Segments corresponding to different kinds of rural roads and interstate highways are included. The test simulates a 10 mile trip and averages 48 mph. The test is run from a hot start and has little idling time and no stops. The EPA GAS MILEAGE GUIDE explains that the actual test results are adjusted downward to arrive at the estimates used in the booklet and on the labels. City estimates are lowered by 10 percent and the highway estimate by 22 percent from the laboratory test results. The guide also points out that traveling at higher speeds lowers fuel economy and traveling at 65 mph instead of 55 mph lowers fuel economy over 15 percent. FACTORS THAT AFFECT FUEL ECONOMY: Axle Ratio Numerically lower axle ratios generally produce better highway fuel economy. The exception to this is if the engine is "working" exceptionally hard, (heavy vehicle loads pulling a trailer, small engine in a large vehicle ... ). In these cases a numerically higher axle may provide better fuel economy. Numerically higher axle ratios will also tend to provide more fuel economy in congested city traffic and stop and go conditions. Brakes Brake drag (even a minimal amount undetectable by coasting), can have a significant negative impact on fuel economy. Pull upward on the brake pedal to assure that the stoplight switch and cruise switch at the brake pedal are full and properly adjusted. A "click" sound when the pedal is pulled upward indicates that the switch was improperly adjusted. This causes the front brake pads to lightly rub the rotors, causing a fuel economy loss, without generating excessive heat or brake pad wear. Driving Habits Frequent short trips (less than 5 miles), especially in cooler ambient temperatures (less than 65 degrees), will necessitate fuel enrichment on start-ups, especially after "soaks" with the engine off for approximately a half hour or more. Frequent accelerator pedal movement while driving will reduce fuel economy because of fuel enrichment during the periods of acceleration. Under such driving conditions the torque converter clutch (TCC) also disengages, contributing to fuel economy losses. Prolonged idle periods reduce fuel economy especially in cold ambients when vehicle is allowed to "Warm up". Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel > Component Information > Technical Service Bulletins > Customer Interest: > 93966C > Feb > 93 > Fuel System - Factors That Affect Economy/Mileage > Page 3383 Fuels Oxygenated fuels, with methanol and/or ethanol blended into the gasoline have lower energy and thus reduce fuel economy. Typically there is about a 1 MPG penalty for a vehicle which gets 25 to 30 MPG on 100 percent gasoline. Using fuels of a lower octane than the vehicle was calibrated to will cause increased "KS" Knock Sensor system activity. This will result in a net decrease in spark advance and thus poorer fuel economy. Using fuel of a higher octane than the vehicle was calibrated for WILL NOT increase fuel economy. Variations in how much fuel is added to the fuel tank during re-fueling can greatly affect calculated fuel economy. These effects decrease as the distance traveled and the number of tank fillups increase. Green Engine New vehicles have not yet had an opportunity for the engine to break in, (rings to seat ... ). A typical engine will take 3 to 5 thousand miles to break in and during this time period a gradual increase in fuel economy can be expected. Parasitic Loads Air conditioning and/or electrical loads, (headlights, heated backglass ... ) also result in lower fuel economy, (typically less than 1 MPG difference, each 10 AMPs takes approximately .4 MPG). Road Conditions Road surface condition impacts fuel economy. Gravel and/or pot holed roads decrease fuel economy. Hills (vs. level terrain) also negatively impact fuel economy. Even gradual unperceptible increases in elevation result in real measurable decreases in fuel economy. Similarly, driving in the rain or snow decreases fuel economy. Suspension Vehicle suspension misalignment can cause poor fuel economy. Check all four tires for abnormal and/or premature tire wear. New tires, tire rotation, and/or front end alignment may be required to correct fuel economy. Tires Performance tires and/or tires with larger "contact areas," (like 60 series aspect ratio), can cause as much as 3 MPG lower fuel economy when compared to hard "thin" tires. Find out if the tire size currently on the car is the same as original equipment. Replacement tires tailor than original equipment tires cause the odometer to read LESS THAN actual distance traveled. This will result in lower calculated fuel economy than actual fuel economy. Tire Pressure Harder tires, (more air pressure, or different tire compositions) result in better fuel economy. Do not exceed maximum pressure as labeled on the tire, typically 30-35 psi. The disadvantage of this is that the greater the tire pressure, the harsher the vehicle ride. Transmission On 4-Speed automatics, it is possible to drive the vehicle in 3rd gear rather than "overdrive" and not perceive it. Typically this condition occurs when the shift indicator, or the shift linkage/detent is misadjusted. Misadjusted shift linkage can also result in improper signals to the ECM, which can result in less spark advance, and results in a drop in fuel economy. Driving a vehicle in 3rd gear rather than overdrive at highway speeds typically results in a 3 to 5 MPG penalty. Torque Converter Clutch operation is essential for good fuel economy. A non-locking torque converter typically results in a 1 to 2 MPG penalty at highway speeds. Vehicle Weight Each 125 lbs. of additional weight results in a .3 MPG loss of fuel economy. Thus, additional passengers, luggage ... will decrease fuel economy. Vehicle Wind Resistance More wind "DRAG" means less fuel economy. Thus, hang-on luggage carders, cat toppers, open windows and/or open trunk... mean less fuel economy. (See "Driving Habits"). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Fuel: > 05-06-04-022G > Oct > 10 > Fuel System - TOP TIER Detergent Gasoline (Canada) Fuel: All Technical Service Bulletins Fuel System - TOP TIER Detergent Gasoline (Canada) INFORMATION Bulletin No.: 05-06-04-022G Date: October 27, 2010 Subject: TOP TIER Detergent Gasoline Information and Available Brands (Deposits, Fuel Economy, No Start, Power, Performance, Stall Concerns) - Canada ONLY Models: 2011 and Prior GM Passenger Cars and Trucks (Canada Only) Supercede: This bulletin is being revised to update the model years and include an additional gasoline brand as a TOP TIER source. Please discard Corporate Bulletin Number 05-06-04-022F (Section 06 - Engine/Propulsion System). In the U.S., refer to the latest version of Corporate Bulletin Number 04-06-04-047I. A new class of fuel called TOP TIER Detergent Gasoline is appearing at retail stations of some fuel marketers. This gasoline meets detergency standards developed by six automotive companies. All vehicles will benefit from using TOP TIER Detergent Gasoline over gasoline containing the "Lowest Additive Concentration" recommended by the Canadian General Standards Board (CGSB). Those vehicles that have experienced deposit related concerns may especially benefit from use of TOP TIER Detergent Gasoline. Intake valve: 16,093 km (10,000 mi) with TOP TIER Detergent Gasoline Intake valve: 16,093 km (10,000 mi) with Minimum Additive recommended by the CGSB Top Tier Fuel Availability Chevron was the first to offer TOP TIER Detergent Gasoline in Canada. Shell became the first national gasoline retailer to offer TOP TIER Detergent Gasoline across Canada. Petro-Canada began offering TOP TIER Detergent Gasoline nationally as of October 1, 2006. Sunoco began offering TOP TIER Detergent Gasoline in March of 2007. Esso began offering TOP TIER Detergent Gasoline in May of 2010. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Fuel: > 05-06-04-022G > Oct > 10 > Fuel System - TOP TIER Detergent Gasoline (Canada) > Page 3389 Gasoline Brands That Currently Meet TOP TIER Detergent Gasoline Standards The following gasoline brands meet the TOP TIER Detergent Gasoline Standards in all octane grades : Chevron Canada (markets in British Columbia and western Alberta) - Shell Canada (nationally) - Petro-Canada (nationally) - Sunoco-Canada (Ontario) - Esso-Canada (nationally) What is TOP TIER Detergent Gasoline? TOP TIER Detergent Gasoline is a new class of gasoline with enhanced detergency and no metallic additives. It meets new, voluntary deposit control standards developed by six automotive companies that exceed the detergent recommendations of Canadian standards and does not contain metallic additives, which can damage vehicle emission control components. Where Can TOP TIER Detergent Gasoline Be Purchased? The TOP TIER program began in the U.S. and Canada on May 3, 2004. Some fuel marketers have already joined and introduced TOP TIER Detergent Gasoline. This is a voluntary program and not all fuel marketers will offer this product. Once fuel marketers make public announcements, they will appear on a list of brands that meet the TOP TIER standards. Who developed TOP TIER Detergent Gasoline standards? TOP TIER Detergent Gasoline standards were developed by six automotive companies: BMW, General Motors, Honda, Toyota, Volkswagen and Audi. Why was TOP TIER Detergent Gasoline developed? TOP TIER Detergent Gasoline was developed to increase the level of detergent additive in gasoline. In the U.S., government regulations require that all gasoline sold in the U.S. contain a detergent additive. However, the requirement is minimal and in many cases, is not sufficient to keep engines clean. In Canada, gasoline standards recommend adherence to U.S. detergency requirements but do not require it. In fact, many brands of gasoline in Canada do not contain any detergent additive. In order to meet TOP TIER Detergent Gasoline standards, a higher level of detergent is needed than what is required or recommended, and no metallic additives are allowed. Also, TOP TIER was developed to give fuel marketers the opportunity to differentiate their product. Why did the six automotive companies join together to develop TOP TIER? All six corporations recognized the benefits to both the vehicle and the consumer. Also, joining together emphasized that low detergency and the intentional addition of metallic additives is an issue of concern to several automotive companies. What are the benefits of TOP TIER Detergent Gasoline? TOP TIER Detergent Gasoline will help keep engines cleaner than gasoline containing the "Lowest Additive Concentration" recommended by Canadian standards. Clean engines help provide optimal fuel economy and engine performance, and also provide reduced emissions. Also, the use of TOP TIER Detergent Gasoline will help reduce deposit related concerns. Who should use TOP TIER Detergent Gasoline? All vehicles will benefit from using TOP TIER Detergent Gasoline over gasoline containing the "Lowest Additive Concentration" recommended by Canadian standards. Those vehicles that have experienced deposit related concerns may especially benefit from use of TOP TIER Detergent Gasoline. More information on TOP TIER Detergent Gasoline can be found at this website, http://www.toptiergas.com/. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Fuel: > 05-06-04-022G > Oct > 10 > Fuel System - TOP TIER Detergent Gasoline (Canada) > Page 3390 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Fuel: > 04-06-04-047I > Aug > 09 > Fuel System - 'TOP TIER' Detergent Gasoline Information Fuel: All Technical Service Bulletins Fuel System - 'TOP TIER' Detergent Gasoline Information INFORMATION Bulletin No.: 04-06-04-047I Date: August 17, 2009 Subject: TOP TIER Detergent Gasoline (Deposits, Fuel Economy, No Start, Power, Performance, Stall Concerns) - U.S. Only Models: 2010 and Prior GM Passenger Cars and Trucks (including Saturn) (U.S. Only) 2003-2010 HUMMER H2 (U.S. Only) 2006-2010 HUMMER H3 (U.S. Only) 2005-2009 Saab 9-7X (U.S. Only) Supercede: This bulletin is being revised to add model years and additional sources to the Top Tier Fuel Retailers list. Please discard Corporate Bulletin Number 04-06-04-047H (Section 06 Engine/Propulsion System). In Canada, refer to Corporate Bulletin Number 05-06-04-022F. A new class of fuel called TOP TIER Detergent Gasoline is appearing at retail stations of some fuel marketers. This gasoline meets detergency standards developed by six automotive companies. All vehicles will benefit from using TOP TIER Detergent Gasoline over gasoline containing the "Lowest Additive Concentration" set by the EPA. Those vehicles that have experienced deposit related concerns may especially benefit from the use of TOP TIER Detergent Gasoline. Intake valve: - 10,000 miles with TOP TIER Detergent Gasoline Intake valve: - 10,000 miles with Legal Minimum additive Gasoline Brands That Currently Meet TOP TIER Detergent Gasoline Standards As of August 1, 2009, all grades of the following gasoline brands meet the TOP TIER Detergent Gasoline Standards: - Chevron - Chevron-Canada - QuikTrip - Conoco Phillips 66 - 76 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Fuel: > 04-06-04-047I > Aug > 09 > Fuel System - 'TOP TIER' Detergent Gasoline Information > Page 3395 - Shell - Shell-Canada - Entec Stations located in the greater Montgomery, Alabama area. - MFA Oil Company located throughout Missouri. - Kwik Trip, Inc. in Minnesota and Wisconsin and Kwik Star convenience stores in Iowa. The Somerset Refinery, Inc. at Somerset Oil stations in Kentucky. Aloha Petroleum - Tri-Par Oil Company - Turkey Hill Minit Markets - Texaco - Petro-Canada - Sunoco-Canada - Road Ranger located in Illinois, Indiana, Iowa, Kentucky, Missouri, Ohio and Wisconsin What is TOP TIER Detergent Gasoline? TOP TIER Detergent Gasoline is a new class of gasoline with enhanced detergency. It meets new, voluntary deposit control standards developed by six automotive companies that exceed the detergent requirements imposed by the EPA. Where Can TOP TIER Detergent Gasoline Be Purchased? The TOP TIER program began on May 3, 2004 and many fuel marketers have joined the program and have introduced TOP TIER Detergent Gasoline. This is a voluntary program and not all fuel marketers will offer this product. Once fuel marketers make public announcements, they will appear on a list of brands that meet the TOP TIER standards. Where Can I find the Latest Information on TOP TIER Fuel and Retailers? On the web, please visit www.toptiergas.com for additional information and updated retailer lists. Who developed TOP TIER Detergent Gasoline standards? TOP TIER Detergent Gasoline standards were developed by six automotive companies: Audi, BMW, General Motors, Honda, Toyota and Volkswagen. Why was TOP TIER Detergent Gasoline developed? TOP TIER Detergent Gasoline was developed to increase the level of detergent additive in gasoline. The EPA requires that all gasoline sold in the U.S. contain a detergent additive. However, the requirement is minimal and in many cases, is not sufficient to keep engines clean. In order to meet TOP TIER Detergent Gasoline standards, a higher level of detergent is needed than what is required by the EPA. Also, TOP TIER was developed to give fuel marketers the opportunity to differentiate their product. Why did the six automotive companies join together to develop TOP TIER? All six corporations recognized the benefits to both the vehicle and the consumer. Also, joining together emphasized that low detergency is an issue of concern to several automotive companies. What are the benefits of TOP TIER Detergent Gasoline? TOP TIER Detergent Gasoline will help keep engines cleaner than gasoline containing the "Lowest Additive Concentration" set by the EPA. Clean engines help provide optimal fuel economy and performance and reduced emissions. Also, use of TOP TIER Detergent Gasoline will help reduce deposit related concerns. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Fuel: > 04-06-00-047 > Jun > 04 > Fuel - Top Tier Detergent Gasoline Information Fuel: All Technical Service Bulletins Fuel - Top Tier Detergent Gasoline Information Bulletin No.: 04-06-00-047 Date: June 24, 2004 ADVANCED SERVICE INFORMATION Subject: Top Tier Detergent Gasoline (Deposits, Fuel Economy, No Start, Power, Performance, Stall Concerns) Models: 2005 and Prior All General Motors Passenger Cars and Trucks (U.S. Only) A new class of gasoline, called Top Tier Detergent Gasoline, will be appearing at retail stations of some fuel marketers. This gasoline meets detergency standards developed by four automotive companies. A description of the concept and benefits of Top Tier is provided in the following question and answer section. What is Top Tier Detergent Gasoline? Top Tier Detergent Gasoline is a new class of gasoline with enhanced detergency. It meets new, voluntary deposit control standards developed by four automotive companies that exceed the detergent requirements imposed by the EPA. Who developed Top Tier Detergent Gasoline standards? Top Tier Detergent Gasoline standards were developed by four automotive companies: BMW, General Motors, Honda and Toyota. Why was Top Tier Detergent Gasoline developed? Top Tier Detergent Gasoline was developed to increase the level of detergent additive in gasoline. The EPA requires that all gasoline sold in the U.S. contain a detergent additive. However, the requirement is minimal and in many cases, is not sufficient to keep engines clean. In order to meet Top Tier Detergent Gasoline standards, a higher level of detergent is needed than what is required by the EPA. Also, Top Tier was developed to give fuel marketers the opportunity to differentiate their product. Why did the four automotive companies join together to develop Top Tier? All four corporations recognized the benefits to both the vehicle and the consumer. Also, joining together emphasized that low detergency is an issue of concern to several automotive companies. What are the benefits of Top Tier Detergent Gasoline? Top Tier Detergent Gasoline will help keep engines cleaner than gasoline containing the "Lowest Additive Concentration" set by the EPA. Clean engines help provide optimal fuel economy and performance and reduced emissions. Also, use of Top Tier Detergent Gasoline will help reduce deposit related concerns. Who should use Top Tier Detergent Gasoline? All vehicles will benefit from using Top Tier Detergent Gasoline over gasoline containing the "Lowest Additive Concentration" set by the EPA. Those vehicles that have experienced deposit related concerns may especially benefit from use of Top Tier Detergent Gasoline. Where can Top Tier Detergent Gasoline be purchased? The Top Tier program began on May 3, 2004. Some fuel marketers have already joined and are making plans to introduce Top Tier Detergent Gasoline. This is a voluntary program and not all fuel marketers will offer this product. Once fuel marketers make public announcements, a list of all fuel marketers meeting Top Tier standards will be made available. For now, look for the "Top Tier" designation at the gas pump. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Fuel: > 570102 > Jun > 95 > Fuel Reformulated/Oxygenated Gasolines Fuel: All Technical Service Bulletins Fuel - Reformulated/Oxygenated Gasolines FILE IN SECTION: 0 - General Information BULLETIN NO.: 57-01-02 DATE: June, 1995 SUBJECT: Reformulated Gasoline (RFG), Oxygenated Gasoline and California Phase 2 RFG MODELS: 1995 and Prior Passenger Cars and Trucks General Motors customers will be potentially exposed to a variety of different fuel types. Besides the conventional gasoline available, new types such as Reformulated Gasoline (RFG), oxygenated gasoline, and starting in 1996, California Phase 2 RFG. Reformulated Gasoline (RFG) is blended to burn more cleanly and not to evaporate as readily. RFG must contain a minimum of 2 percent oxygen, which is usually achieved with ethanol or EPA-approved ethers such as methyl tertiary-butyl ether (MTBE). This type of fuel is required by the Clean Air Act in the nine worst ozone non-attainment areas of the country, and may also be required in other areas designated ozone non-attainment, at the option of the states. RFG is intended to produce approximately 15 percent less pollution than conventional gasoline. Using RFG should reduce the total health risk to the public by reducing exposure to ozone and air toxins. General Motors supports the use of RFG as a cost effective means of providing air quality benefits. Oxygenated gasolines are prevalent in the wintertime for Carbon Monoxide (CO) non-attainment areas. These fuels contain oxygen components similar to RFG. Approximately 50 percent of the fuel sold in the U.S. in the wintertime contains an oxygenate component. Vehicle fuel economy may be slightly reduced, if at all, by the use of gasoline containing oxygenates. Fuel economy is most affected by engine and vehicle type, driving habits, weather conditions, and vehicle maintenance. Properly blended RFG, oxygenated gasoline, and California Phase 2 RFG will have no adverse effect on vehicle performance or to the durability of engine and fuel system components. In fact, the General Motors Owner's Manual fuel statements have consistently permitted the use of properly blended fuels containing up to 10 percent ethanol (since 1980) and up to 15 percent methyl tertiary-butyl ether (MTBE) for current and all past model year vehicles. These statements continue to be valid. The use of oxygenate-containing fuels will not invalidate the GM vehicle warranty. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Fuel: > 93966C > Feb > 93 > Fuel System - Factors That Affect Economy/Mileage Fuel: All Technical Service Bulletins Fuel System - Factors That Affect Economy/Mileage Number: 93-96-6C Section: 6C Date: FEB. 1993 Corporate Bulletin No.: 306502 ASE No.: A1, A8 Subject: FACTORS THAT AFFECT FUEL ECONOMY Model and Year: ALL YEARS ALL MODELS BACKGROUND INFORMATION: EPA fuel economy estimates are posted on the fuel economy label of all new vehicles. The only intended use of these values is for comparison among the different vehicles. Fuel economy estimates are generated from data taken during a laboratory test using pre-production prototype vehicles under extremely controlled conditions using a professional driver, with the vehicle operating on an instrument similar to a treadmill. The comparisons of current vehicle fuel economy to the EPA fuel economy estimates is a misuse of the information and should be discouraged. The EPA GAS MILEAGE GUIDE, available at each dealership, points out that the actual mileage when driving a vehicle may differ considerably from the estimated mileage. The guide also describes how vehicles are tested under identical conditions to insure the results can be compared with confidence. The EPA GAS MILEAGE GUIDE also points out that city fuel economy estimate simulates a 7.5 mile, stop-and-go trip with an average speed of 20 mph. The trip takes 23 minutes and has 18 stops. About 18 percent of the time is spent idling, as in waiting at traffic lights or in rush hour traffic. Two kinds of engine starts are used - the cold start, which is similar to starting a car in the morning after it has been parked all night - and the hot start, similar to restarting a vehicle after it has been warmed up, driven and stopped for a short time. The test to determine the highway fuel economy estimate represents a mixture of "non-city" driving. Segments corresponding to different kinds of rural roads and interstate highways are included. The test simulates a 10 mile trip and averages 48 mph. The test is run from a hot start and has little idling time and no stops. The EPA GAS MILEAGE GUIDE explains that the actual test results are adjusted downward to arrive at the estimates used in the booklet and on the labels. City estimates are lowered by 10 percent and the highway estimate by 22 percent from the laboratory test results. The guide also points out that traveling at higher speeds lowers fuel economy and traveling at 65 mph instead of 55 mph lowers fuel economy over 15 percent. FACTORS THAT AFFECT FUEL ECONOMY: Axle Ratio Numerically lower axle ratios generally produce better highway fuel economy. The exception to this is if the engine is "working" exceptionally hard, (heavy vehicle loads pulling a trailer, small engine in a large vehicle ... ). In these cases a numerically higher axle may provide better fuel economy. Numerically higher axle ratios will also tend to provide more fuel economy in congested city traffic and stop and go conditions. Brakes Brake drag (even a minimal amount undetectable by coasting), can have a significant negative impact on fuel economy. Pull upward on the brake pedal to assure that the stoplight switch and cruise switch at the brake pedal are full and properly adjusted. A "click" sound when the pedal is pulled upward indicates that the switch was improperly adjusted. This causes the front brake pads to lightly rub the rotors, causing a fuel economy loss, without generating excessive heat or brake pad wear. Driving Habits Frequent short trips (less than 5 miles), especially in cooler ambient temperatures (less than 65 degrees), will necessitate fuel enrichment on start-ups, especially after "soaks" with the engine off for approximately a half hour or more. Frequent accelerator pedal movement while driving will reduce fuel economy because of fuel enrichment during the periods of acceleration. Under such driving conditions the torque converter clutch (TCC) also disengages, contributing to fuel economy losses. Prolonged idle periods reduce fuel economy especially in cold ambients when vehicle is allowed to "Warm up". Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Fuel: > 93966C > Feb > 93 > Fuel System - Factors That Affect Economy/Mileage > Page 3408 Fuels Oxygenated fuels, with methanol and/or ethanol blended into the gasoline have lower energy and thus reduce fuel economy. Typically there is about a 1 MPG penalty for a vehicle which gets 25 to 30 MPG on 100 percent gasoline. Using fuels of a lower octane than the vehicle was calibrated to will cause increased "KS" Knock Sensor system activity. This will result in a net decrease in spark advance and thus poorer fuel economy. Using fuel of a higher octane than the vehicle was calibrated for WILL NOT increase fuel economy. Variations in how much fuel is added to the fuel tank during re-fueling can greatly affect calculated fuel economy. These effects decrease as the distance traveled and the number of tank fillups increase. Green Engine New vehicles have not yet had an opportunity for the engine to break in, (rings to seat ... ). A typical engine will take 3 to 5 thousand miles to break in and during this time period a gradual increase in fuel economy can be expected. Parasitic Loads Air conditioning and/or electrical loads, (headlights, heated backglass ... ) also result in lower fuel economy, (typically less than 1 MPG difference, each 10 AMPs takes approximately .4 MPG). Road Conditions Road surface condition impacts fuel economy. Gravel and/or pot holed roads decrease fuel economy. Hills (vs. level terrain) also negatively impact fuel economy. Even gradual unperceptible increases in elevation result in real measurable decreases in fuel economy. Similarly, driving in the rain or snow decreases fuel economy. Suspension Vehicle suspension misalignment can cause poor fuel economy. Check all four tires for abnormal and/or premature tire wear. New tires, tire rotation, and/or front end alignment may be required to correct fuel economy. Tires Performance tires and/or tires with larger "contact areas," (like 60 series aspect ratio), can cause as much as 3 MPG lower fuel economy when compared to hard "thin" tires. Find out if the tire size currently on the car is the same as original equipment. Replacement tires tailor than original equipment tires cause the odometer to read LESS THAN actual distance traveled. This will result in lower calculated fuel economy than actual fuel economy. Tire Pressure Harder tires, (more air pressure, or different tire compositions) result in better fuel economy. Do not exceed maximum pressure as labeled on the tire, typically 30-35 psi. The disadvantage of this is that the greater the tire pressure, the harsher the vehicle ride. Transmission On 4-Speed automatics, it is possible to drive the vehicle in 3rd gear rather than "overdrive" and not perceive it. Typically this condition occurs when the shift indicator, or the shift linkage/detent is misadjusted. Misadjusted shift linkage can also result in improper signals to the ECM, which can result in less spark advance, and results in a drop in fuel economy. Driving a vehicle in 3rd gear rather than overdrive at highway speeds typically results in a 3 to 5 MPG penalty. Torque Converter Clutch operation is essential for good fuel economy. A non-locking torque converter typically results in a 1 to 2 MPG penalty at highway speeds. Vehicle Weight Each 125 lbs. of additional weight results in a .3 MPG loss of fuel economy. Thus, additional passengers, luggage ... will decrease fuel economy. Vehicle Wind Resistance More wind "DRAG" means less fuel economy. Thus, hang-on luggage carders, cat toppers, open windows and/or open trunk... mean less fuel economy. (See "Driving Habits"). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel > Component Information > Technical Service Bulletins > All Other Service Bulletins for Fuel: > 05-06-04-022G > Oct > 10 > Fuel System - TOP TIER Detergent Gasoline (Canada) Fuel: All Technical Service Bulletins Fuel System - TOP TIER Detergent Gasoline (Canada) INFORMATION Bulletin No.: 05-06-04-022G Date: October 27, 2010 Subject: TOP TIER Detergent Gasoline Information and Available Brands (Deposits, Fuel Economy, No Start, Power, Performance, Stall Concerns) - Canada ONLY Models: 2011 and Prior GM Passenger Cars and Trucks (Canada Only) Supercede: This bulletin is being revised to update the model years and include an additional gasoline brand as a TOP TIER source. Please discard Corporate Bulletin Number 05-06-04-022F (Section 06 - Engine/Propulsion System). In the U.S., refer to the latest version of Corporate Bulletin Number 04-06-04-047I. A new class of fuel called TOP TIER Detergent Gasoline is appearing at retail stations of some fuel marketers. This gasoline meets detergency standards developed by six automotive companies. All vehicles will benefit from using TOP TIER Detergent Gasoline over gasoline containing the "Lowest Additive Concentration" recommended by the Canadian General Standards Board (CGSB). Those vehicles that have experienced deposit related concerns may especially benefit from use of TOP TIER Detergent Gasoline. Intake valve: 16,093 km (10,000 mi) with TOP TIER Detergent Gasoline Intake valve: 16,093 km (10,000 mi) with Minimum Additive recommended by the CGSB Top Tier Fuel Availability Chevron was the first to offer TOP TIER Detergent Gasoline in Canada. Shell became the first national gasoline retailer to offer TOP TIER Detergent Gasoline across Canada. Petro-Canada began offering TOP TIER Detergent Gasoline nationally as of October 1, 2006. Sunoco began offering TOP TIER Detergent Gasoline in March of 2007. Esso began offering TOP TIER Detergent Gasoline in May of 2010. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel > Component Information > Technical Service Bulletins > All Other Service Bulletins for Fuel: > 05-06-04-022G > Oct > 10 > Fuel System - TOP TIER Detergent Gasoline (Canada) > Page 3414 Gasoline Brands That Currently Meet TOP TIER Detergent Gasoline Standards The following gasoline brands meet the TOP TIER Detergent Gasoline Standards in all octane grades : Chevron Canada (markets in British Columbia and western Alberta) - Shell Canada (nationally) - Petro-Canada (nationally) - Sunoco-Canada (Ontario) - Esso-Canada (nationally) What is TOP TIER Detergent Gasoline? TOP TIER Detergent Gasoline is a new class of gasoline with enhanced detergency and no metallic additives. It meets new, voluntary deposit control standards developed by six automotive companies that exceed the detergent recommendations of Canadian standards and does not contain metallic additives, which can damage vehicle emission control components. Where Can TOP TIER Detergent Gasoline Be Purchased? The TOP TIER program began in the U.S. and Canada on May 3, 2004. Some fuel marketers have already joined and introduced TOP TIER Detergent Gasoline. This is a voluntary program and not all fuel marketers will offer this product. Once fuel marketers make public announcements, they will appear on a list of brands that meet the TOP TIER standards. Who developed TOP TIER Detergent Gasoline standards? TOP TIER Detergent Gasoline standards were developed by six automotive companies: BMW, General Motors, Honda, Toyota, Volkswagen and Audi. Why was TOP TIER Detergent Gasoline developed? TOP TIER Detergent Gasoline was developed to increase the level of detergent additive in gasoline. In the U.S., government regulations require that all gasoline sold in the U.S. contain a detergent additive. However, the requirement is minimal and in many cases, is not sufficient to keep engines clean. In Canada, gasoline standards recommend adherence to U.S. detergency requirements but do not require it. In fact, many brands of gasoline in Canada do not contain any detergent additive. In order to meet TOP TIER Detergent Gasoline standards, a higher level of detergent is needed than what is required or recommended, and no metallic additives are allowed. Also, TOP TIER was developed to give fuel marketers the opportunity to differentiate their product. Why did the six automotive companies join together to develop TOP TIER? All six corporations recognized the benefits to both the vehicle and the consumer. Also, joining together emphasized that low detergency and the intentional addition of metallic additives is an issue of concern to several automotive companies. What are the benefits of TOP TIER Detergent Gasoline? TOP TIER Detergent Gasoline will help keep engines cleaner than gasoline containing the "Lowest Additive Concentration" recommended by Canadian standards. Clean engines help provide optimal fuel economy and engine performance, and also provide reduced emissions. Also, the use of TOP TIER Detergent Gasoline will help reduce deposit related concerns. Who should use TOP TIER Detergent Gasoline? All vehicles will benefit from using TOP TIER Detergent Gasoline over gasoline containing the "Lowest Additive Concentration" recommended by Canadian standards. Those vehicles that have experienced deposit related concerns may especially benefit from use of TOP TIER Detergent Gasoline. More information on TOP TIER Detergent Gasoline can be found at this website, http://www.toptiergas.com/. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel > Component Information > Technical Service Bulletins > All Other Service Bulletins for Fuel: > 05-06-04-022G > Oct > 10 > Fuel System - TOP TIER Detergent Gasoline (Canada) > Page 3415 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel > Component Information > Technical Service Bulletins > All Other Service Bulletins for Fuel: > 04-06-04-047I > Aug > 09 > Fuel System - 'TOP TIER' Detergent Gasoline Information Fuel: All Technical Service Bulletins Fuel System - 'TOP TIER' Detergent Gasoline Information INFORMATION Bulletin No.: 04-06-04-047I Date: August 17, 2009 Subject: TOP TIER Detergent Gasoline (Deposits, Fuel Economy, No Start, Power, Performance, Stall Concerns) - U.S. Only Models: 2010 and Prior GM Passenger Cars and Trucks (including Saturn) (U.S. Only) 2003-2010 HUMMER H2 (U.S. Only) 2006-2010 HUMMER H3 (U.S. Only) 2005-2009 Saab 9-7X (U.S. Only) Supercede: This bulletin is being revised to add model years and additional sources to the Top Tier Fuel Retailers list. Please discard Corporate Bulletin Number 04-06-04-047H (Section 06 Engine/Propulsion System). In Canada, refer to Corporate Bulletin Number 05-06-04-022F. A new class of fuel called TOP TIER Detergent Gasoline is appearing at retail stations of some fuel marketers. This gasoline meets detergency standards developed by six automotive companies. All vehicles will benefit from using TOP TIER Detergent Gasoline over gasoline containing the "Lowest Additive Concentration" set by the EPA. Those vehicles that have experienced deposit related concerns may especially benefit from the use of TOP TIER Detergent Gasoline. Intake valve: - 10,000 miles with TOP TIER Detergent Gasoline Intake valve: - 10,000 miles with Legal Minimum additive Gasoline Brands That Currently Meet TOP TIER Detergent Gasoline Standards As of August 1, 2009, all grades of the following gasoline brands meet the TOP TIER Detergent Gasoline Standards: - Chevron - Chevron-Canada - QuikTrip - Conoco Phillips 66 - 76 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel > Component Information > Technical Service Bulletins > All Other Service Bulletins for Fuel: > 04-06-04-047I > Aug > 09 > Fuel System - 'TOP TIER' Detergent Gasoline Information > Page 3420 - Shell - Shell-Canada - Entec Stations located in the greater Montgomery, Alabama area. - MFA Oil Company located throughout Missouri. - Kwik Trip, Inc. in Minnesota and Wisconsin and Kwik Star convenience stores in Iowa. The Somerset Refinery, Inc. at Somerset Oil stations in Kentucky. Aloha Petroleum - Tri-Par Oil Company - Turkey Hill Minit Markets - Texaco - Petro-Canada - Sunoco-Canada - Road Ranger located in Illinois, Indiana, Iowa, Kentucky, Missouri, Ohio and Wisconsin What is TOP TIER Detergent Gasoline? TOP TIER Detergent Gasoline is a new class of gasoline with enhanced detergency. It meets new, voluntary deposit control standards developed by six automotive companies that exceed the detergent requirements imposed by the EPA. Where Can TOP TIER Detergent Gasoline Be Purchased? The TOP TIER program began on May 3, 2004 and many fuel marketers have joined the program and have introduced TOP TIER Detergent Gasoline. This is a voluntary program and not all fuel marketers will offer this product. Once fuel marketers make public announcements, they will appear on a list of brands that meet the TOP TIER standards. Where Can I find the Latest Information on TOP TIER Fuel and Retailers? On the web, please visit www.toptiergas.com for additional information and updated retailer lists. Who developed TOP TIER Detergent Gasoline standards? TOP TIER Detergent Gasoline standards were developed by six automotive companies: Audi, BMW, General Motors, Honda, Toyota and Volkswagen. Why was TOP TIER Detergent Gasoline developed? TOP TIER Detergent Gasoline was developed to increase the level of detergent additive in gasoline. The EPA requires that all gasoline sold in the U.S. contain a detergent additive. However, the requirement is minimal and in many cases, is not sufficient to keep engines clean. In order to meet TOP TIER Detergent Gasoline standards, a higher level of detergent is needed than what is required by the EPA. Also, TOP TIER was developed to give fuel marketers the opportunity to differentiate their product. Why did the six automotive companies join together to develop TOP TIER? All six corporations recognized the benefits to both the vehicle and the consumer. Also, joining together emphasized that low detergency is an issue of concern to several automotive companies. What are the benefits of TOP TIER Detergent Gasoline? TOP TIER Detergent Gasoline will help keep engines cleaner than gasoline containing the "Lowest Additive Concentration" set by the EPA. Clean engines help provide optimal fuel economy and performance and reduced emissions. Also, use of TOP TIER Detergent Gasoline will help reduce deposit related concerns. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel > Component Information > Technical Service Bulletins > All Other Service Bulletins for Fuel: > 04-06-00-047 > Jun > 04 > Fuel - Top Tier Detergent Gasoline Information Fuel: All Technical Service Bulletins Fuel - Top Tier Detergent Gasoline Information Bulletin No.: 04-06-00-047 Date: June 24, 2004 ADVANCED SERVICE INFORMATION Subject: Top Tier Detergent Gasoline (Deposits, Fuel Economy, No Start, Power, Performance, Stall Concerns) Models: 2005 and Prior All General Motors Passenger Cars and Trucks (U.S. Only) A new class of gasoline, called Top Tier Detergent Gasoline, will be appearing at retail stations of some fuel marketers. This gasoline meets detergency standards developed by four automotive companies. A description of the concept and benefits of Top Tier is provided in the following question and answer section. What is Top Tier Detergent Gasoline? Top Tier Detergent Gasoline is a new class of gasoline with enhanced detergency. It meets new, voluntary deposit control standards developed by four automotive companies that exceed the detergent requirements imposed by the EPA. Who developed Top Tier Detergent Gasoline standards? Top Tier Detergent Gasoline standards were developed by four automotive companies: BMW, General Motors, Honda and Toyota. Why was Top Tier Detergent Gasoline developed? Top Tier Detergent Gasoline was developed to increase the level of detergent additive in gasoline. The EPA requires that all gasoline sold in the U.S. contain a detergent additive. However, the requirement is minimal and in many cases, is not sufficient to keep engines clean. In order to meet Top Tier Detergent Gasoline standards, a higher level of detergent is needed than what is required by the EPA. Also, Top Tier was developed to give fuel marketers the opportunity to differentiate their product. Why did the four automotive companies join together to develop Top Tier? All four corporations recognized the benefits to both the vehicle and the consumer. Also, joining together emphasized that low detergency is an issue of concern to several automotive companies. What are the benefits of Top Tier Detergent Gasoline? Top Tier Detergent Gasoline will help keep engines cleaner than gasoline containing the "Lowest Additive Concentration" set by the EPA. Clean engines help provide optimal fuel economy and performance and reduced emissions. Also, use of Top Tier Detergent Gasoline will help reduce deposit related concerns. Who should use Top Tier Detergent Gasoline? All vehicles will benefit from using Top Tier Detergent Gasoline over gasoline containing the "Lowest Additive Concentration" set by the EPA. Those vehicles that have experienced deposit related concerns may especially benefit from use of Top Tier Detergent Gasoline. Where can Top Tier Detergent Gasoline be purchased? The Top Tier program began on May 3, 2004. Some fuel marketers have already joined and are making plans to introduce Top Tier Detergent Gasoline. This is a voluntary program and not all fuel marketers will offer this product. Once fuel marketers make public announcements, a list of all fuel marketers meeting Top Tier standards will be made available. For now, look for the "Top Tier" designation at the gas pump. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel > Component Information > Technical Service Bulletins > All Other Service Bulletins for Fuel: > 570102 > Jun > 95 > Fuel - Reformulated/Oxygenated Gasolines Fuel: All Technical Service Bulletins Fuel - Reformulated/Oxygenated Gasolines FILE IN SECTION: 0 - General Information BULLETIN NO.: 57-01-02 DATE: June, 1995 SUBJECT: Reformulated Gasoline (RFG), Oxygenated Gasoline and California Phase 2 RFG MODELS: 1995 and Prior Passenger Cars and Trucks General Motors customers will be potentially exposed to a variety of different fuel types. Besides the conventional gasoline available, new types such as Reformulated Gasoline (RFG), oxygenated gasoline, and starting in 1996, California Phase 2 RFG. Reformulated Gasoline (RFG) is blended to burn more cleanly and not to evaporate as readily. RFG must contain a minimum of 2 percent oxygen, which is usually achieved with ethanol or EPA-approved ethers such as methyl tertiary-butyl ether (MTBE). This type of fuel is required by the Clean Air Act in the nine worst ozone non-attainment areas of the country, and may also be required in other areas designated ozone non-attainment, at the option of the states. RFG is intended to produce approximately 15 percent less pollution than conventional gasoline. Using RFG should reduce the total health risk to the public by reducing exposure to ozone and air toxins. General Motors supports the use of RFG as a cost effective means of providing air quality benefits. Oxygenated gasolines are prevalent in the wintertime for Carbon Monoxide (CO) non-attainment areas. These fuels contain oxygen components similar to RFG. Approximately 50 percent of the fuel sold in the U.S. in the wintertime contains an oxygenate component. Vehicle fuel economy may be slightly reduced, if at all, by the use of gasoline containing oxygenates. Fuel economy is most affected by engine and vehicle type, driving habits, weather conditions, and vehicle maintenance. Properly blended RFG, oxygenated gasoline, and California Phase 2 RFG will have no adverse effect on vehicle performance or to the durability of engine and fuel system components. In fact, the General Motors Owner's Manual fuel statements have consistently permitted the use of properly blended fuels containing up to 10 percent ethanol (since 1980) and up to 15 percent methyl tertiary-butyl ether (MTBE) for current and all past model year vehicles. These statements continue to be valid. The use of oxygenate-containing fuels will not invalidate the GM vehicle warranty. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel > Component Information > Technical Service Bulletins > Page 3429 Fuel: Specifications ALCOHOL FUEL TYPES: Methyl Tertiary-Butyl Ether (MTBE): Fuel containing Methyl Tertiary-butyl Ether (MTBE) may be used, providing there is no more than 15% alcohol by volume. Ethanol: Fuel containing ethanol (ethyl) or grain alcohol may be used, providing there is no more than 10% ethanol alcohol by volume. Methanol: Fuel containing methanol (methyl) or wood alcohol may be used, providing there is no more than 5% methanol by volume. Use of fuel (gasohol) that contains more than 5% methanol can corrode metal fuel system components and damage plastic and rubber parts. GASOLINE: Unleaded gasoline must be used with a minimum octane rating of 87. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Filter > Fuel Pressure Release > System Information > Service and Repair Fuel Pressure Release: Service and Repair WARNING: To reduce the risk of fire and personal injury, it is necessary to relieve the fuel system pressure before servicing fuel system components. After relieving system pressure, a small amount of fuel may be released when servicing fuel lines or connections. In order to reduce the chance of personal injury, cover fuel line fittings with a shop towel before disconnecting, to catch any fuel that may leak out. Place the towel in an approved container when disconnect is completed. When servicing the fuel system use the following precautions: a. Put a "CAUTION FLAMMABLE" sign in the workshop. b. Be sure shop is supplied with an adequate fire extinguisher. c. Be sure to disconnect the negative battery cable before any service work is done. d. Use a suitable container to catch any fuel that may leak from system during service. e. Always relieve fuel system pressure before disconnecting any lines. f. If the key must be turned "ON" while servicing fuel system, always disconnect or disable ignition, to insure no sparks occur near fuel vapors. PROCEDURE: Tool required: J34730-1 Fuel Pressure Gauge or equivalent. 1. Disconnect the negative battery cable, to avoid fuel pump turn "ON," if an accidental attempt is made to start the engine. 2. Loosen the fuel filler cap to relieve tank vapor pressure. 3. Connect the fuel pressure gauge to the pressure connection. Wrap a shop towel around the fitting while connecting the gauge to avoid spillage. 4. Install bleed hose into an approved container and open the valve to bleed the system pressure. Fuel connections are now safe for servicing. 5. Drain any fuel remaining in the gauge into an approved container. When repair to the fuel system has been completed, START the engine and check all connections that were loosened for leaks. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Technical Service Bulletins > Fuel System - Fuel Injector Maintenance Cleaning Fuel Injector: Technical Service Bulletins Fuel System - Fuel Injector Maintenance Cleaning Bulletin No.: 04-06-04-051B Date: January 04, 2006 INFORMATION Subject: Maintenance Cleaning of Fuel Injectors Models: 2006 and Prior All General Motors Passenger Cars and Trucks 2003-2006 HUMMER H2 2006 HUMMER H3 Supercede: This bulletin is being revised to add models and model years and update the name and part number of GM Fuel System Treatment. Please discard Corporate Bulletin Number 04-06-04-051A (Section 06 - Engine/Propulsion System). General Motors is aware that some companies are marketing tools, equipment and programs to support fuel injector cleaning as a preventative maintenance procedure. General Motors does not endorse, support or acknowledge the need for fuel injector cleaning as a preventative maintenance procedure. Fuel injector cleaning is approved only when performed as directed by a published GM driveability or DTC diagnostic service procedure. Due to variation in fuel quality in different areas of the country, the only preventative maintenance currently endorsed by GM regarding its gasoline engine fuel systems is the addition of GM Fuel System Treatment PLUS, P/N 88861011 (for U.S. ACDelco(R), use P/N 88861013) (in Canada, P/N 88861012), added to a tank of fuel at each oil change. Refer to Corporate Bulletin Number 03-06-04-030A for proper cleaning instructions. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Technical Service Bulletins > Fuel System - Fuel Injector Maintenance Cleaning > Page 3438 Fuel Injector: Technical Service Bulletins Tools - Introduction Of The Fuel Injector Tester NO.: 93-I-39 DATE: June, 1993 GROUP: 6 CORP. NO.: 316501R SUBJECT: INFORMATION ON THE INTRODUCTION OF THE FUEL INJECTOR TESTER TOOL J - 39021 This bulletin is being revised to add information about the coil test and a list of driveability problems. In February, 1993, Kent-Moore shipped a new Fuel Injector Tester, tool J-39021, as part of the Essential Tool Program. This tool has the capability of performing injector balance and coil tests on all GM and many non-GM fuel injection systems. The injector balance test is one familiar to most technicians where fuel pressure drop is measured as an injector is energized for a set period of time. This fuel pressure drop is compared to that of the other injectors in the vehicle or a published standard. The injector coil test is a new test whereby the injector's resistance is measured during normal gperation by feeding a fixed current through the injector and measuring the voltage across the injector. Injector coil failures are more accurately detected using this method than by simply measuring the injectors resistance with an ohmmeter. Refer to the instructions included with the tool for testing procedures. This tool, and the injector coil test specifically, were developed to detect deterioration of injector coils due to the introduction of injector cleaners and fuel blends containing high levels of alcohol. Alcohol and water carried by the alcohol may attack and corrode injector coils resulting in a change in coil resistance and one or more of the following driveability symptoms: ^ rough idle ^ engine miss/surge ^ stall after start/hard start ^ fails emission test ^ poor fuel economy ^ exhaust odor The injector coil test procedure also requires the use of the Digital Voltmeter, J-39200, to measure the voltage across the injector during the test. The Fuel Injector Tester, J-39021, supplies one of three fixed current values throughout the duration of the test. Selection of the supply current value (0.5, 2.5, or 4.0 amps) is based on the injector's specified resistance. When the push-to-start-test button is pressed, the tool energizes the injector coil for five seconds. The condition of the injector coil (pass/fail) is determined by the voltage reading displayed on the voltmeter while the injector is energized. Instructions and specifications for most GM fuel injectors are included with the tool. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Technical Service Bulletins > Page 3439 Model R620 Fuel Rail Assembly Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Technical Service Bulletins > Page 3440 Fuel Injector: Description and Operation MPFI Injector Assembly MPFI Injector - Cross Section PURPOSE: The Multi-Port Fuel Injector is a solenoid-operated device, controlled by the Electronic Control Module (ECM), that meters the pressurized fuel to a single engine cylinder. OPERATION: The ECM energizes the low impedance solenoid to open a normally closed ball valve. This allows the fuel to flow into the top of the injector, past the ball valve, and through a recessed flow director plate at the injector outlet. The director plate has six machined holes that control the fuel flow, generating a conical spray pattern of finely atomized fuel at the injector tip. Fuel from the tip is directed at the intake valve, causing it to become further atomized and vaporized before entering the combustion chamber. An injector that is stuck partly open would cause loss of pressure after engine shut down, so long crank times would be noticed on some engines. Dieseling could also occur because some fuel could be delivered to the engine after the ignition is turned "OFF." Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Testing and Inspection > Part 1 of 3 Fuel Injector: Testing and Inspection Part 1 of 3 Chart C-2A (1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Testing and Inspection > Part 1 of 3 > Page 3443 Fuel Injector Tester Circuit Example Test Description: Number(s) below refer to circled number(s) on the diagnostic chart. 1. This is the set-up step for performing the injector coil test. Also read instructions included with tools used for test. 2. Engine coolant temperature affects the tool's ability to detect a faulty injector. If engine coolant temperature is NOT between 5O°F and 95°F the comparison chart (Part 2 of 3) must be used. 3. The first second of the voltage reading may be inaccurate due to initial current surge, therefore, record the lowest voltage displayed after the first second of test. The voltage reading should be within range (see example). The voltage reading may increase throughout the test as the injector windings warm and the resistance changes. An erratic voltage reading (one that jumps up and down) indicates an intermittent connection within the fuel injector. 4. To check the mechanical (fuel delivery) portion of the fuel injector, perform an injector balance test. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Testing and Inspection > Part 1 of 3 > Page 3444 Fuel Injector: Testing and Inspection Part 2 of 3 Chart C-2A (2 Of 3) Injector Coil Test Procedure Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Testing and Inspection > Part 1 of 3 > Page 3445 Fuel Injector Tester Circuit Example Test Description: Number(s) below refer to circled number(s) on the diagnostic chart. 1. The first second of the voltage reading may be inaccurate due to initial current surge, therefore, record the lowest voltage displayed after the first second of test. The voltage reading may increase throughout the test as the injector windings warm and the resistance changes. An erratic voltage reading (one that jumps up and down) indicates an intermittent connection within the fuel injector. 2. From recorded voltages (see example), identify the highest voltage reading recorded (other than those above 9.5 volts). Subtract all other voltages from the highest voltage recorded. The subtracted value for any injector must not exceed 0.6 volt. 3. To check the mechanical (fuel delivery) portion of the fuel injector, perform an injector balance test. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Testing and Inspection > Part 1 of 3 > Page 3446 Fuel Injector: Testing and Inspection Part 3 of 3 Chart C-2A (3 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Testing and Inspection > Part 1 of 3 > Page 3447 Injector Balance Test Circuit Example Test Description: Number(s) below refer to circled number(s) on the diagnostic chart. 1. Engine cool down period (10 minutes) is necessary to avoid irregular fuel pressure readings due to "Hot Soak" fuel boiling. 2. Energize tester one time and record pressure drop at the lowest point (Disregard any slight pressure variations). 3. If the pressure drop of all injectors is within 10 kPa (1.5 psi) of the average fuel pressure drop, the injectors are flowing properly The actual amount of pressure drop is calculated by subtracting the second pressure reading from the first pressure reading. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Service and Repair > Fuel Injector Cleaning Procedure Fuel Injector: Service and Repair Fuel Injector Cleaning Procedure PROCEDURE: 1. Relieve the system pressure, refer to FUEL SYSTEM PRESSURE RELIEF. 2. Disconnect the fuel supply line from the inlet of the fuel rail. 3. Attach the fuel supply line to the return line. 4. Plug the fuel return fitting at the fuel rail or connect to tester/cleaner depending on configuration. 5. Connect the fuel supply hose from the tester/cleaner to the fuel supply manifold. 6. Turn the tester/cleaner "ON." Tester/cleaner should run 10 minutes. 7. START the engine and check the fuel lines for leakage. If there is any sign of leakage, turn the vehicle and the tester/cleaner "OFF" and repair the location where fuel is leaking. Then return to Step 6. 8. When the engine speed has stabilized, set the idle speed at 2000 rpm. Run the remainder of the 10 minute cycle to eliminate all the air in the fuel supply hose and fuel rail. 9. Turn power switch "OFF" and disconnect power lines. 10. Disconnect cleaner supply hose from the fuel supply manifold. 11. Connect vehicle fuel lines. START engine and check for leaks. Lubricate O-rings prior to installation and ensure fuel lines are securely connected. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Service and Repair > Fuel Injector Cleaning Procedure > Page 3450 Fuel Injector: Service and Repair Fuel Injector(S) Replacement Air Plenum And Fuel Rail Removal Multi-Port Fuel Injector REMOVE OR DISCONNECT: NOTE: Use care in removing injectors to Prevent damage to the electrical connector pins on the injector, and the nozzle. The fuel injector is serviced as a complete assembly only. Since it is an electrical component, it should not be immersed in any type of cleaner. 1. Negative battery terminal. 2. Relieve fuel system pressure. 3. Intake manifold plenum. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Service and Repair > Fuel Injector Cleaning Procedure > Page 3451 4. Fuel rail assembly. DISASSEMBLE: 1. Injector retainer clip and discard. 2. MPFI injector assembly. 3. Injector O-ring seals from both ends of injector and discard. IMPORTANT: Each injector is calibrated for a specific flow rate. When replacing fuel injectors, order replacements with the identical part number as the old injectors. ASSEMBLE: 1. Lubricate new injector O-ring seals with clean engine oil, and install on injector assembly. 2. New injector retainer clips on injector assembly. Position open end of clip facing injector electrical connector. 3. MPFI injector assembly into fuel rail injector socket with electrical connectors facing outward. Push in far enough to engage retainer clip with machined slots on rail socket. INSTALL OR CONNECT: 1. Fuel rail assembly. 2. Intake manifold plenum. Injector Part Number Location Injector Installation IDLE LEARN PROCEDURE: Any time the battery is disconnected, the programmed position of the IAC valve pintle is lost, and replaced with a default value. To return the IAC valve pintle to the correct position, perform the following procedure: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component Information > Service and Repair > Fuel Injector Cleaning Procedure > Page 3452 1. After restoring battery power, connect the Tech 1 "SCAN" tool. 2. Select "IAC SYSTEM," then select "IDLE LEARN" in the "MISC TEST" mode. 3. Proceed with idle learn as directed. ^ This procedure allows the ECM memory to be updated with the correct IAC valve pintle position, for the vehicle, and provide a stable idle speed. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pressure Regulator > Component Information > Locations Model R620 Fuel Rail Assembly Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pressure Regulator > Component Information > Locations > Page 3456 Fuel Pressure Regulator: Description and Operation Fuel Pressure Regulator Assembly The fuel pressure regulator assembly is a diaphragm-operated relief valve with fuel pump pressure on one side, and regulator spring pressure and intake manifold vacuum on the other. The function of the regulator is to maintain a constant pressure differential across the injectors at all times. The pressure regulator compensates for engine load by increasing fuel pressure as engine vacuum drops. The pressure regulator is mounted at the end of the fuel rail, and is serviced as a complete assembly. The system operates in an acceptable pressure range of 284-325 kPa (41.0-47.0 psi) with the engine running. If the pressure is too low, poor performance and a Code 44 could result. If the pressure is too high, excessive odor and a Code 45 could result. CHART A-7 has information on diagnosing fuel pressure conditions. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pressure Regulator > Component Information > Locations > Page 3457 Fuel Pressure Regulator: Service and Repair Fuel Rail Assembly Model R620 Exploded View REMOVE OR DISCONNECT: 1. Negative battery terminal. 2. Relieve fuel system pressure. 3. Intake manifold plenum. 4. Fuel rail assembly. DISASSEMBLE: 1. Pressure regulator bracket attaching screws and pressure regulator mounting bracket. 2. Left and right hand fuel rails from pressure regulator base. 3. Base to rail connectors from regulator base, or rails. 4. Connector O-rings, from base to rail connectors and discard. 5. Fuel return O-rings from fuel rails and discard. ASSEMBLE: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pressure Regulator > Component Information > Locations > Page 3458 1. Lubricate new fuel return O-rings with lean engine oil, and install on fuel rails. (Fuel return O-ring diameter is larger than connector O-ring). 2. Lubricate new connector O-rings with engine oil, and install on base to rail connectors. 3. Base to rail connectors into regulator base. 4. Left and right hand fuel rails to regulator base. 5. Pressure regulator mounting bracket with pressure regulator bracket attaching screws. Tighten Pressure regulator bracket screws to 3.2 Nm (28 in lb). Fuel inlet fitting to 48 Nm (35 ft lb). Fuel outlet fitting to 40 Nm (30 ft lb). INSTALL OR CONNECT: 1. Fuel rail assembly. 2. Intake manifold plenum. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pressure Test Port > Component Information > Service and Repair Fuel Pressure Test Port: Service and Repair Area around fuel pressure connection with GM X-30A or equivalent. REMOVE OR DISCONNECT: 1. Negative battery terminal. 2. Relieve fuel system pressure. 3. Fuel pressure connection and seal. Discard seal. INSTALL OR CONNECT: 1. New seal on fuel pressure connection. 2. Fuel pressure connection in fuel rail. Tighten Fuel pressure connection assembly to 10.0 N-m (88 lb. in.). 3. Tighten fuel filler cap. 4. Negative battery terminal. 5. Turn ignition switch to the "ON" position for two seconds, then turn to the "OFF" position for ten seconds. Again turn to the "ON" position, and check for fuel leaks. 6. Perform the "Idle Learn Procedure." The ECM will need to relearn the IAC valve pintle position following battery reconnect. Air Plenum And Fuel Rail Removal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pressure Test Port > Component Information > Service and Repair > Page 3462 Fuel Pressure Connection REMOVAL: 1. Disconnect the negative battery cable. 2. Relieve the fuel system pressure, see FUEL SYSTEM PRESSURE RELIEF: 3. Remove intake manifold plenum, see INTAKE MANIFOLD PLENUM. 4. Clean area around the fuel pressure connection with GM X-30A or equivalent. 5. Remove the fuel pressure connection and seal, discard the seal. INSTALLATION: 1. Place a new seal on the fuel pressure connection assembly. 2. Screw the fuel pressure connection assembly into the fuel rail and tighten to 10.0 N-m (88 lb. in.). 3. Check for fuel leaks: a. Connect the negative battery cable. b. With engine "OFF" and ignition "ON," check for fuel leaks. c. Disconnect the negative battery cable. 4. Install the intake manifold plenum as per above procedure. IDLE LEARN PROCEDURE: Any time the battery is disconnected, the programmed position of the IAC valve pintle is lost, and replaced with a default value. To return the IAC valve pintle to the correct position, perform the following procedure: 1. After restoring battery power, connect the Tech 1 "SCAN" tool. 2. Select "IAC SYSTEM," then select "IDLE LEARN" in the "MISC TEST" mode. 3. Proceed with idle learn as directed. ^ This procedure allows the ECM memory to be updated with the correct IAC valve pintle position, for the vehicle, and provide a stable idle speed. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pressure > Diagnostic Connector - Fuel Pump > Component Information > Locations LH Side Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pressure > Fuel Pressure Test Port > Component Information > Service and Repair Fuel Pressure Test Port: Service and Repair Area around fuel pressure connection with GM X-30A or equivalent. REMOVE OR DISCONNECT: 1. Negative battery terminal. 2. Relieve fuel system pressure. 3. Fuel pressure connection and seal. Discard seal. INSTALL OR CONNECT: 1. New seal on fuel pressure connection. 2. Fuel pressure connection in fuel rail. Tighten Fuel pressure connection assembly to 10.0 N-m (88 lb. in.). 3. Tighten fuel filler cap. 4. Negative battery terminal. 5. Turn ignition switch to the "ON" position for two seconds, then turn to the "OFF" position for ten seconds. Again turn to the "ON" position, and check for fuel leaks. 6. Perform the "Idle Learn Procedure." The ECM will need to relearn the IAC valve pintle position following battery reconnect. Air Plenum And Fuel Rail Removal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pressure > Fuel Pressure Test Port > Component Information > Service and Repair > Page 3471 Fuel Pressure Connection REMOVAL: 1. Disconnect the negative battery cable. 2. Relieve the fuel system pressure, see FUEL SYSTEM PRESSURE RELIEF: 3. Remove intake manifold plenum, see INTAKE MANIFOLD PLENUM. 4. Clean area around the fuel pressure connection with GM X-30A or equivalent. 5. Remove the fuel pressure connection and seal, discard the seal. INSTALLATION: 1. Place a new seal on the fuel pressure connection assembly. 2. Screw the fuel pressure connection assembly into the fuel rail and tighten to 10.0 N-m (88 lb. in.). 3. Check for fuel leaks: a. Connect the negative battery cable. b. With engine "OFF" and ignition "ON," check for fuel leaks. c. Disconnect the negative battery cable. 4. Install the intake manifold plenum as per above procedure. IDLE LEARN PROCEDURE: Any time the battery is disconnected, the programmed position of the IAC valve pintle is lost, and replaced with a default value. To return the IAC valve pintle to the correct position, perform the following procedure: 1. After restoring battery power, connect the Tech 1 "SCAN" tool. 2. Select "IAC SYSTEM," then select "IDLE LEARN" in the "MISC TEST" mode. 3. Proceed with idle learn as directed. ^ This procedure allows the ECM memory to be updated with the correct IAC valve pintle position, for the vehicle, and provide a stable idle speed. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay > Component Information > Locations > Component Locations Fuel Pump Relay: Component Locations RH Rear Of Engine Compartment Right hand rear of the engine compartment, behind the right hand strut tower. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay > Component Information > Locations > Component Locations > Page 3476 RH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay > Component Information > Locations > Page 3477 Harness Connector Faces: Fuel Pump Relay Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay > Component Information > Locations > Page 3478 Fuel Pump Relay: Description and Operation Relay Center PURPOSE: To relay power to the fuel pump. OPERATION: When the ignition key is first turned to the "ON" position, the ECM/PCM will energize the fuel pump relay for two seconds. This increases fuel pressure for cranking. If the engine is not running within two seconds, the ECM/PCM will shut "OFF" the relay and wait until the engine starts. As soon as the engine is cranked, the ECM/PCM will energize the relay and power the fuel pump. NOTE: The fuel pump relay may be bypassed by the oil pressure switch activating the fuel pump. LOCATION: Relay Center. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay > Component Information > Locations > Page 3479 Fuel Pump Relay: Service and Repair The fuel pump relay is mounted in the engine compartment. Fuel Pump Relay NOTE: Other than checking for loose connections the only service on the fuel pump relay is replacement. PROCEDURE 1. Verify that the ignition switch is in the "OFF" position. 2. Disconnect the wiring harness plug. 3. Remove the fuel pump relay. 4. Install the new fuel pump relay. 5. Connect the wiring harness plug securely. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Rail > Component Information > Description and Operation Fuel Rail: Description and Operation Model R620 Fuel Rail Assembly The fuel rail assembly is mounted to the intake manifold/air plenum assembly, and performs several jobs. It positions the injectors in the intake manifold, it distributes fuel evenly to the injectors, and it integrates the fuel pressure regulator into the fuel metering system. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Rail > Component Information > Description and Operation > Page 3483 Fuel Rail: Service and Repair Fuel Rail Assembly Model R620 Exploded View FUEL RAIL ASSEMBLY An eight digit identification number is stamped on the left hand fuel rail (fueling even cylinders 2, 4, 6), as shown. Refer to this number if servicing or part replacement is required. Part names appear in the numbered list on the disassembled view. NOTE: Use care in removing the fuel rail assembly, to prevent damage to the injector electrical connector terminals and the injector spray tips. Prevent dirt and other contaminants from entering open lines and passages. Fittings should be capped, and holes plugged, during servicing. CLEAN: Before removal, the fuel rail assembly may be cleaned with a spray type engine cleaner, GM X-30A or equivalent, following package instructions. DO NOT soak fuel rails in liquid cleaning solvent. REMOVE OR DISCONNECT: 1. Negative battery terminal. 2. Relieve fuel system pressure. 3. Intake manifold plenum. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Rail > Component Information > Description and Operation > Page 3484 4. Fuel line bracket bolt. 5. Fuel lines at rail. Use a back-up wrench on the fuel rail fittings to prevent them from turning. 6. Fuel inlet and return line O-rings (1, 2), and discard. 7. Vacuum line at pressure regulator. 8. Rail retaining bolts. 9. Injector electrical connectors. 10. Fuel rail assembly. DISASSEMBLE: Injector O-ring seal from spray tip end of each injector. Discard seals. ASSEMBLE: Lubricate new injector O-ring seals with clean engine oil, and install on spray tip end of each injector. INSTALL OR CONNECT: 1. Fuel rail assembly in intake manifold. Tilt rail assembly to install injectors. 2. Fuel rail attaching bolts. Tighten fuel rail attaching bolts to 10 N-m (88 lb. in.). 3. Injector electrical connectors. 4. Vacuum line to pressure regulator. 5. New O-rings (1, 2) on fuel lines. 6. Fuel feed and return lines. Tighten fuel line nuts to 23 N-m (17 lb. ft.). Use a back-up wrench on the fuel rail fittings to prevent them from turning. 7. Negative battery terminal. 8. Fuel filler cap. 9. Turn ignition switch to the "ON" position for two seconds, then turn to the "OFF" position for ten seconds. Again turn to the "ON" position, and check for fuel leaks. 10. Intake manifold plenum. 11. Perform the "Idle Learn Procedure." The ECM will need to relearn the IAC valve pintle position following battery reconnect. Fuel Rail Assembly Identification NOTE: An eight digit identification number is stamped on the left hand fuel rail (fueling even numbered cylinders 2, 4, 6). Refer to this number if servicing or part replacement is required. CAUTION: When servicing the fuel rail assembly, be careful to prevent dirt and other contaminants from entering open lines and passages. Fittings should be capped, and holes should be plugged, during servicing. ^ Any time the fuel system is opened for service, the O-rings should be replaced. ^ Before removal, the fuel rail assembly may be cleaned with a spray type engine cleaner, GM X30-A or equivalent, following package instructions. DO NOT soak the fuel rails in liquid cleaning solvent. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Rail > Component Information > Description and Operation > Page 3485 Air Plenum And Fuel Rail Removal REMOVAL: 1. Disconnect the negative battery cable. 2. Relieve the fuel system pressure, see FUEL SYSTEM PRESSURE RELIEF. 3. Remove the intake manifold plenum, see INTAKE MANIFOLD PLENUM. 4. Remove the fuel line bracket bolt. 5. Remove the fuel lines at the fuel rail. Use a back-up wrench on the fuel fittings to prevent them from turning. 6. Remove the fuel inlet and return line O-rings and discard. 7. Disconnect the vacuum line at the pressure regulator. 8. Remove the fuel rail retaining bolts. CAUTION: Use care in removing the fuel rail assembly, to prevent damage to the injector spray tips, and the injector electrical connector terminals. When removed, support the rail to prevent damage to its components. The fuel injector is serviced as a complete assembly only. Since it is an electrical component, it should not be immersed in any liquid cleaner. 9. Remove the injector O-ring from the tip of each injector, and discard. INSTALLATION: 1. Lubricate the O-ring seals with clean engine oil, and install one on the tip of each injector. 2. Install the fuel rail assembly in the intake manifold. Tilt the fuel rail assembly in the intake manifold. Tilt rail to install the injectors. 3. Install the fuel rail mounting bolts, and tighten to 10 N-m (88 lb. in.). 4. Connect the fuel injector electrical connectors. 5. Put new O-rings on the fuel lines. 6. Attach the fuel feed and return line and tighten to 23 N-m (17 lb. ft.). Use a back-up wrench on the fuel fittings to prevent them from turning. 7. Check for fuel leaks: a. Temporarily connect the negative battery cable. b. With the engine "OFF" and the ignition "ON," check for fuel leaks. c. Disconnect the negative battery cable. 8. Install the intake manifold plenum. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Rail > Component Information > Description and Operation > Page 3486 9. Connect the negative battery cable. IDLE LEARN PROCEDURE: Any time the battery is disconnected, the programmed position of the IAC valve pintle is lost, and replaced with a default value. To return the IAC valve pintle to the correct position, perform the following procedure: 1. After restoring battery power, connect the Tech 1 "SCAN" tool. 2. Select "IAC SYSTEM," then select "IDLE LEARN" in the "MISC TEST" mode. 3. Proceed with idle learn as directed. ^ This procedure allows the ECM memory to be updated with the correct IAC valve pintle position, for the vehicle, and provide a stable idle speed. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Return Line > Component Information > Description and Operation Fuel Return Line: Description and Operation Modular Fuel Sender To Tank Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Return Line > Component Information > Description and Operation > Page 3490 Front Fuel Pipe Routing Side And Rear Fuel Pipe Routing Engine Compartment Fuel Pump Routing Front Fuel Vapor Pipe Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Return Line > Component Information > Description and Operation > Page 3491 FUEL TANK The fuel tank is located under the rear of the vehicle and is the fuel reservoir. The tank has a vertical baffle installed to support the filler tube and to serve as a slosh baffle. The fuel pump and fuel level sending unit assembly are mounted in the fuel tank as one assembly. The fuel tank assembly also consists of the fuel filler neck and filler cap. FUEL FILLER NECK To help prevent refueling with leaded fuel, the fuel filler neck has a built-in restrictor and deflector. The opening of the restrictor will accept only the smaller unleaded gasoline nozzle which must be fully inserted to bypass the deflector. Attempted refueling with a leaded fuel nozzle will result in fuel splashing back out of the filler neck. FUEL TANK FILLER CAP The fuel tank filler neck is equipped with a screw type cap. The threaded part of the cap requires several turns counterclockwise to remove. The long threaded area was designed to allow any remaining fuel tank pressure to escape during the cap removal operation. A ratchet type torque limiting device prevents over-tightening. To install, turn the cap clockwise until a clicking noise is heard. This signals that the correct torque has been reached and the cap is fully seated. NOTE: If a fuel filler cap requires replacement, only a cap with the same features should be used. Failure to use the correct cap can result in a serious malfunction of the system. FUEL AND VAPOR PIPES The fuel feed and return pipes extend from the fuel pump/gauge sending unit to the engine compartment. The pipes are secured to the underbody with clip and screw assemblies. Both fuel feed pipes and return pipe must be properly routed and retained, and should be inspected occasionally for leaks, kinks, or dents. If evidence of dirt is found in the fuel rail/injector assembly or fuel filter during disassembly, the pipes should be disconnected and blown out. Check the fuel strainer on the fuel pump/fuel gauge assembly for damage or omission. The vapor pipe extends from the fuel pump/gauge assembly to the canister. However, it does not follow the same route as the fuel feed pipe. Due to the fact that the fuel pipes/hoses are under high pressure on fuel injected systems these systems require special consideration for service. NOTE: All fuel feed and return line attachments in the system are screw type fittings. Always use a backup wrench when loosening or tightening the fittings. Screw fittings used on the two systems utilize "O" rings for the fuel feed and return pipes and the two sizes of "O" rings are not interchangeable. Any time that the fuel or return pipes are disconnected, inspect the "O" rings for cuts or other type of damage and replace as necessary. The flare used on these fuel pipes is not compatible with the flare used on other fuel pipes. FUEL LINE "O" RINGS The fuel line "O" rings used are made of Viton. They are brown in color. Viton is less affected than rubber by the additives used in many fuels. Therefore, rubber should not be used. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Return Line > Component Information > Service and Repair > Fuel Pressure Connection Fuel Return Line: Service and Repair Fuel Pressure Connection Area around fuel pressure connection with GM X-30A or equivalent. REMOVE OR DISCONNECT: 1. Negative battery terminal. 2. Relieve fuel system pressure. 3. Fuel pressure connection and seal. Discard seal. INSTALL OR CONNECT: 1. New seal on fuel pressure connection. 2. Fuel pressure connection in fuel rail. Tighten Fuel pressure connection assembly to 10.0 N-m (88 lb. in.). 3. Tighten fuel filler cap. 4. Negative battery terminal. 5. Turn ignition switch to the "ON" position for two seconds, then turn to the "OFF" position for ten seconds. Again turn to the "ON" position, and check for fuel leaks. 6. Perform the "Idle Learn Procedure." The ECM will need to relearn the IAC valve pintle position following battery reconnect. Air Plenum And Fuel Rail Removal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Return Line > Component Information > Service and Repair > Fuel Pressure Connection > Page 3494 Fuel Pressure Connection REMOVAL: 1. Disconnect the negative battery cable. 2. Relieve the fuel system pressure, see FUEL SYSTEM PRESSURE RELIEF: 3. Remove intake manifold plenum, see INTAKE MANIFOLD PLENUM. 4. Clean area around the fuel pressure connection with GM X-30A or equivalent. 5. Remove the fuel pressure connection and seal, discard the seal. INSTALLATION: 1. Place a new seal on the fuel pressure connection assembly. 2. Screw the fuel pressure connection assembly into the fuel rail and tighten to 10.0 N-m (88 lb. in.). 3. Check for fuel leaks: a. Connect the negative battery cable. b. With engine "OFF" and ignition "ON," check for fuel leaks. c. Disconnect the negative battery cable. 4. Install the intake manifold plenum as per above procedure. IDLE LEARN PROCEDURE: Any time the battery is disconnected, the programmed position of the IAC valve pintle is lost, and replaced with a default value. To return the IAC valve pintle to the correct position, perform the following procedure: 1. After restoring battery power, connect the Tech 1 "SCAN" tool. 2. Select "IAC SYSTEM," then select "IDLE LEARN" in the "MISC TEST" mode. 3. Proceed with idle learn as directed. ^ This procedure allows the ECM memory to be updated with the correct IAC valve pintle position, for the vehicle, and provide a stable idle speed. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Return Line > Component Information > Service and Repair > Fuel Pressure Connection > Page 3495 Fuel Return Line: Service and Repair Fuel Supply/Return/or Emission Pipe Service Front Fuel Pipe Routing Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Return Line > Component Information > Service and Repair > Fuel Pressure Connection > Page 3496 Side And Rear Fuel Pipe Routing Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Supply Line > Component Information > Locations Rear Of Car Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Supply Line > Component Information > Locations > Page 3500 Fuel Supply Line: Description and Operation Modular Fuel Sender To Tank Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Supply Line > Component Information > Locations > Page 3501 Front Fuel Pipe Routing Side And Rear Fuel Pipe Routing Engine Compartment Fuel Pump Routing Front Fuel Vapor Pipe Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Supply Line > Component Information > Locations > Page 3502 FUEL TANK The fuel tank is located under the rear of the vehicle and is the fuel reservoir. The tank has a vertical baffle installed to support the filler tube and to serve as a slosh baffle. The fuel pump and fuel level sending unit assembly are mounted in the fuel tank as one assembly. The fuel tank assembly also consists of the fuel filler neck and filler cap. FUEL FILLER NECK To help prevent refueling with leaded fuel, the fuel filler neck has a built-in restrictor and deflector. The opening of the restrictor will accept only the smaller unleaded gasoline nozzle which must be fully inserted to bypass the deflector. Attempted refueling with a leaded fuel nozzle will result in fuel splashing back out of the filler neck. FUEL TANK FILLER CAP The fuel tank filler neck is equipped with a screw type cap. The threaded part of the cap requires several turns counterclockwise to remove. The long threaded area was designed to allow any remaining fuel tank pressure to escape during the cap removal operation. A ratchet type torque limiting device prevents over-tightening. To install, turn the cap clockwise until a clicking noise is heard. This signals that the correct torque has been reached and the cap is fully seated. NOTE: If a fuel filler cap requires replacement, only a cap with the same features should be used. Failure to use the correct cap can result in a serious malfunction of the system. FUEL AND VAPOR PIPES The fuel feed and return pipes extend from the fuel pump/gauge sending unit to the engine compartment. The pipes are secured to the underbody with clip and screw assemblies. Both fuel feed pipes and return pipe must be properly routed and retained, and should be inspected occasionally for leaks, kinks, or dents. If evidence of dirt is found in the fuel rail/injector assembly or fuel filter during disassembly, the pipes should be disconnected and blown out. Check the fuel strainer on the fuel pump/fuel gauge assembly for damage or omission. The vapor pipe extends from the fuel pump/gauge assembly to the canister. However, it does not follow the same route as the fuel feed pipe. Due to the fact that the fuel pipes/hoses are under high pressure on fuel injected systems these systems require special consideration for service. NOTE: All fuel feed and return line attachments in the system are screw type fittings. Always use a backup wrench when loosening or tightening the fittings. Screw fittings used on the two systems utilize "O" rings for the fuel feed and return pipes and the two sizes of "O" rings are not interchangeable. Any time that the fuel or return pipes are disconnected, inspect the "O" rings for cuts or other type of damage and replace as necessary. The flare used on these fuel pipes is not compatible with the flare used on other fuel pipes. FUEL LINE "O" RINGS The fuel line "O" rings used are made of Viton. They are brown in color. Viton is less affected than rubber by the additives used in many fuels. Therefore, rubber should not be used. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Supply Line > Component Information > Locations > Page 3503 Fuel Supply Line: Service and Repair Front Fuel Pipe Routing Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Supply Line > Component Information > Locations > Page 3504 Side And Rear Fuel Pipe Routing Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Gauge Sender > Component Information > Service and Repair Fuel Gauge Sender: Service and Repair Modular Fuel Sender To Tank Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Gauge Sender > Component Information > Service and Repair > Page 3509 Modular Fuel Sender Assembly NOTE: Always replace fuel sender assembly O-ring when reinstalling fuel sender assembly. Remove or Disconnect: 1. Negative battery cable. 2. Relieve system fuel pressure. 3. Drain fuel tank. Refer to "DRAINING FUEL TANK." 4. Fuel tank, Refer to "FUEL TANK REPLACEMENT." Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Gauge Sender > Component Information > Service and Repair > Page 3510 5. While holding, the modular fuel sender assembly down, remove the snap ring from designated slots located on the retainer. IMPORTANT: ^ The modular fuel sender assembly may spring up from its position. ^ When removing the modular fuel sender assembly from the fuel tank, be aware that that the reservoir bucket is full of fuel. It must be tipped slightly during removal to avoid damage to the float. Discard fuel sender O-ring and replace with a new one. ^ Carefully discard the reservoir fuel into an approved container. INSTALL OR CONNECT: 1. New O-ring on modular fuel sender to tank. 2. Align tab on front of sender with slot on front of retainer snap ring. 3. Slowly apply pressure to top of spring loaded sender until sender aligns flush with retainer on tank. 4. Insert snap ring into designated slots. IMPORTANT: ^ Be sure that the snap ring is fully seated within the tab slots. 5. Fuel tank. Refer to "FUEL TANK REPLACEMENT" 6. Lower vehicle. 7. Refill tank. INSPECT: ^ Turn ignition to "ON" position for two seconds, then to "OFF" for ten seconds. Again turn to "ON" position, and check for fuel leak's. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Specifications Idle Speed/Throttle Actuator - Electronic: Specifications Actuator Tightening Torque Actuator Tightening Torque Idle Air Control Valve 27 in.lb Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Specifications > Page 3514 LH Side Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Specifications > Page 3515 Harness Connector Faces: Idle Air Control Valve Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Specifications > Page 3516 Idle Speed/Throttle Actuator - Electronic: Description and Operation Idle Air Control Valve Assembly (IAC) PURPOSE: To control the engine idle speed and prevent stalling due to changes in engine load. OPERATION: The IAC valve controls the amount of air bypassed around the throttle plate. If more air is bypassed, idle speed will increase, and if less air is bypassed, the idle speed will decrease. The IAC valve accomplishes this by moving a conical shaped pintle in to decrease bypassed air and out to increase bypassed air. This can be seen as counts as displayed on a "SCAN" tool. Inward Movement of the pintle = Decreased RPM =Lower Counts. Outward Movement of the pintle = Increased RPM = Higher Counts. The ECM uses sensor and switch inputs to control the position of the IAC pintle. If the pintle is stuck open, the idle speed will remain high. If the pintle is stuck closed, the idle speed will be too low, and stalling may occur. If the pintle is stuck partially open, the idle speed will be higher than normal, and there will be no response to changes in engine load such as A/C ("ON") or transmission in ("Drive"). LOCATION: Throttle body. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Testing and Inspection > Chart C-2B, Idle Air Control (IAC) Valve Check Idle Speed/Throttle Actuator - Electronic: Testing and Inspection Chart C-2B, Idle Air Control (IAC) Valve Check Chart C-2B Idle Air Control (IAC) Circuit Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Testing and Inspection > Chart C-2B, Idle Air Control (IAC) Valve Check > Page 3519 Idle Air Control Circuit Circuit Description: The PCM controls engine idle speed with the Idle Air Control (IAC) valve. To increase idle speed, the PCM retracts the IAC valve pintle away from its seat, allowing more air to bypass the throttle bore. To decrease idle speed, it extends the IAC valve pintle towards its seat, reducing bypass air flow. A Tech 1 scan tool will display the PCM commands to the IAC valve in counts. Higher counts indicate more air bypass (higher idle). Lower counts indicate less air is allowed to bypass (lower idle). Test Description: Number(s) below refer to circled number(s) on the diagnostic chart. 1. The Tech 1 RPM control mode is used to extend and retract the IAC valve. The valve should move smoothly within the specified range. If the idle speed is commanded (IAC extended) too low (below 700 RPM), the engine may stall. This may be normal and would not indicate a problem. Retracting the IAC beyond its controlled range (above 1500 RPM) will cause a delay before the RPMs start dropping. This too is normal. 2. This test uses the Tech 1 to command the IAC controlled idle speed. The PCM issues commands to obtain commanded idle speed. The node lights each should flash red and green to indicate a good circuit as the PCM issues commands. While the sequence of color is not important if either light is "OFF" or does not flash red and green, check the circuits for faults, beginning with poor terminal contacts. Diagnostic Aids: A slow, unstable or fast idle may be caused by a non-IAC system problem that cannot be overcome by the IAC valve. Out of control range IAC scan tool counts will be above 60 if idle is too low and zero counts if idle is too high. The following checks should be made to repair a non-IAC system problem: ^ Vacuum leak (high idle). If idle is too high, stop the engine. Fully extend (low) IAC with Tech 1 scan tool. Start engine. If idle speed is above 800 RPM, locate and correct vacuum leak including crankcase ventilation system. Also check for binding of throttle blade or linkage. ^ System too lean (high air/fuel ratio). The idle speed may be too high or too low. Engine speed may vary tip and down and disconnecting the IAC valve does not help. DTC 44 may be set. Scan O2S voltage will be less than 300 mV (.3 volt). Check for low regulated fuel pressure, water in the fuel or a restricted injector. ^ System too rich (low air/fuel ratio). The idle speed will be too low. Scan tool IAC counts will usually be above 80. System is obviously rich and may exhibit black smoke in exhaust. Scan tool 02S voltage will be fixed above 800 mV (.8 volt). Check for high fuel pressure, leaking or sticking injector. Silicone contaminated Oxygen Sensors (O2S) scan voltage will be slow to respond. ^ Throttle body. Remove IAC valve and inspect bore for foreign material. ^ IAC valve electrical connections. IAC valve connections should be carefully checked for proper contact. ^ Crankcase ventilation valve. An incorrect or faulty crankcase ventilation valve may result in an incorrect idle speed. ^ Refer to "Rough, Unstable or Incorrect Idle, Stalling" in "Diagnosis By Symptom." ^ If intermittent poor driveability or idle symptoms are resolved by disconnecting the IAC, carefully recheck connections, valve terminal resistance or replace IAC. A rapid change of IAC counts are an indication of a loose connection or connector. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Testing and Inspection > Chart C-2B, Idle Air Control (IAC) Valve Check > Page 3520 Idle Speed/Throttle Actuator - Electronic: Testing and Inspection Idle Air Control (IAC) Reset Procedure IMPORTANT: If installing a new IAC valve, be sure to replace with an identical part. IAC valve pintle shape and diameter are designed for the specific application. Measure the distance between tip of IAC valve pintle and mounting flange. If greater than 28 mm, use ringer pressure to slowly retract the pintle. The force required to retract the pintle of a new valve will not cause damage to the valve. Reset IAC valve pintle position: a. Turn ignition "ON" for five seconds. b. Turn ignition "OFF" for ten seconds. c. Start engine, check for proper idle operation. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Service and Repair > Idle Air Control (IAC) Reset Procedure Idle Speed/Throttle Actuator - Electronic: Service and Repair Idle Air Control (IAC) Reset Procedure IMPORTANT: If installing a new IAC valve, be sure to replace with an identical part. IAC valve pintle shape and diameter are designed for the specific application. Measure the distance between tip of IAC valve pintle and mounting flange. If greater than 28 mm, use ringer pressure to slowly retract the pintle. The force required to retract the pintle of a new valve will not cause damage to the valve. Reset IAC valve pintle position: a. Turn ignition "ON" for five seconds. b. Turn ignition "OFF" for ten seconds. c. Start engine, check for proper idle operation. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Service and Repair > Idle Air Control (IAC) Reset Procedure > Page 3523 Idle Speed/Throttle Actuator - Electronic: Service and Repair Idle Air Control (IAC) Valve Replacement Throttle Body Assembly Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Service and Repair > Idle Air Control (IAC) Reset Procedure > Page 3524 IAC Valve REMOVAL: 1. Disconnect the idle air control (IAC) valve electrical connector. 2. Remove the IAC valve attaching screws. 3. Remove the IAC valve assembly. 4. Clean the IAC valve O-ring sealing surface, pintle valve, seat and air passage. ^ Use carburetor cleaner and a parts cleaning brush to remove carbon deposits. DO NOT use a cleaner that contains Methyl Ethyl Ketone. It is an extremely strong solvent, and not necessary for this type of deposit. ^ Shiny spots on the pintle or seat are normal, and do not indicate misalignment or a bent pintle shaft. ^ If the air passage has heavy deposits, remove the throttle body for complete cleaning. ^ Inspect the IAC valve O-ring for cuts, cracks or distortion. Replace if damaged. NOTE: If installing a new IAC valve, be sure to replace with an identical part. IAC valve pintle shape and diameter are designed for specific application. INSTALLATION: 1. If installing a new IAC valve, measure the distance between the tip of the pintle and the mounting flange. ^ If greater than 28 mm, use finger pressure to slowly retract the pintle. The force required to retract the pintle of a new valve will not cause damage to the valve. 2. Lubricate the IAC valve O-ring with clean engine oil. 3. Install the IAC valve assembly. 4. Install the IAC valve attaching screws, and tighten to 3.4 Nm (30 in lb). 5. Connect the IAC valve electrical connector. 6. START the engine and allow it to reach operating temperature. IDLE LEARN PROCEDURE: Any time the battery is disconnected, the programmed position of the IAC valve pintle is lost, and replaced with a default value. To return the IAC valve pintle to the correct position, perform the following procedure: 1. After restoring battery power, connect the Tech 1 "SCAN" tool. 2. Select "IAC SYSTEM," then select "IDLE LEARN" in the "MISC TEST" mode. 3. Proceed with idle learn as directed. ^ This procedure allows the ECM memory to be updated with the correct IAC valve pintle position, for the vehicle, and provide a stable idle speed. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Service and Repair > Idle Air Control (IAC) Reset Procedure > Page 3525 Idle Speed/Throttle Actuator - Electronic: Service and Repair Idle Air/Vacuum Signal Housing Throttle Body Assembly REMOVE OR DISCONNECT: 1. Negative battery terminal. 2. Vacuum harness connector. 3. IAC valve electrical connector. 4. Idle Air Control (IAC) valve. 5. Idle air/vacuum signal housing screws. 6. Idle air/vacuum signal housing assembly and gasket. Discard gasket. 7. Clean gasket mounting surfaces to ensure a good seal. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed/Throttle Actuator Electronic > Component Information > Service and Repair > Idle Air Control (IAC) Reset Procedure > Page 3526 NOTE: Use care in cleaning old gasket material from machined aluminum surfaces. Sharp tools may damage sealing surfaces. INSTALL OR CONNECT: 1. New idle air/vacuum signal assembly gasket. 2. Idle air/vacuum signal housing assembly. 3. Idle air/vacuum signal housing screws. Tighten idle air/vacuum signal housing screws (starting in center and moving outward) to 3.4 N-m (30 lb. in.). 4. Measure Distance between tip of IAC valve pintle and mounting flange. If greater than 28 mm, use ringer pressure to slowly retract the pintle. The force required to retract the pintle of a new valve will not cause damage to the valve. 5. Lubricate IAC valve O-ring with clean engine, oil. 6. IAC valve assembly. 7. Attaching screws. Tighten IAC valve attaching screws to 3.0 N-m (27 lb. in.). 8. IAC valve electrical connector. 9. Vacuum harness connector. 10. Negative battery terminal. 11. Perform the "Idle Learn Procedure." The ECM will need to relearn the IAC valve pintle position following battery reconnect. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Intake Air Plenum > Component Information > Service and Repair Intake Air Plenum: Service and Repair Air Plenum And Fuel Rail Removal Removing the fuel rail assembly from the engine requires removing the top portion of the tuned intake manifold, called the "plenum." REMOVE OR DISCONNECT: 1. Negative battery terminal. 2. Vacuum lines, noting positions of hoses. 3. EGR to plenum nuts. 4. Two throttle body attaching bolts, throttle body and gasket. Discard gasket. 5. Throttle cable bracket bolts. 6. Ignition wire plastic shield bolts. 7. Plenum bolts. 8. Plenum and gaskets. Discard gaskets. NOTE: Use care in cleaning old gasket material from machined aluminum surfaces. Sharp tools may damage sealing surfaces. INSTALL OR CONNECT: 1. New plenum gaskets. 2. Plenum. 3, Plenum bolts. Tighten plenum bolts to 10 N-m (88 lb. in.). 4. Ignition wire plastic shield bolts. 5. Throttle body with new gasket. 6. Throttle body bolts. Tighten throttle body bolts to 25 N-m (18 lb. ft.). 7. EGR to plenum nuts. 8. Throttle cable bracket bolts. 9. Vacuum lines. 10. Negative battery terminal. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Intake Air Plenum > Component Information > Service and Repair > Page 3530 11. With the engine "OFF," check to see that the accelerator pedal is free: Depress pedal to the floor and release. 12. Perform the "Idle Learn Procedure." The ECM will need to relearn the IAC valve pintle position following battery reconnect. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Oil Pressure Switch (For Fuel Pump) > Component Information > Locations > Fuel Pump Switch/Oil Pressure Sender/Switch Oil Pressure Switch (For Fuel Pump): Locations Fuel Pump Switch/Oil Pressure Sender/Switch RH Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Oil Pressure Switch (For Fuel Pump) > Component Information > Locations > Fuel Pump Switch/Oil Pressure Sender/Switch > Page 3535 RH Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Oil Pressure Switch (For Fuel Pump) > Component Information > Locations > Fuel Pump Switch/Oil Pressure Sender/Switch > Page 3536 Fuel Pump / Oil Pressure Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Oil Pressure Switch (For Fuel Pump) > Component Information > Locations > Page 3537 Harness Connector Faces: Fuel Pump Switch/Oil Pressure Sender/Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Locations > Component Locations Fuel Pump Relay: Component Locations RH Rear Of Engine Compartment Right hand rear of the engine compartment, behind the right hand strut tower. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Locations > Component Locations > Page 3543 RH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Locations > Page 3544 Harness Connector Faces: Fuel Pump Relay Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Locations > Page 3545 Fuel Pump Relay: Description and Operation Relay Center PURPOSE: To relay power to the fuel pump. OPERATION: When the ignition key is first turned to the "ON" position, the ECM/PCM will energize the fuel pump relay for two seconds. This increases fuel pressure for cranking. If the engine is not running within two seconds, the ECM/PCM will shut "OFF" the relay and wait until the engine starts. As soon as the engine is cranked, the ECM/PCM will energize the relay and power the fuel pump. NOTE: The fuel pump relay may be bypassed by the oil pressure switch activating the fuel pump. LOCATION: Relay Center. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Relays and Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Locations > Page 3546 Fuel Pump Relay: Service and Repair The fuel pump relay is mounted in the engine compartment. Fuel Pump Relay NOTE: Other than checking for loose connections the only service on the fuel pump relay is replacement. PROCEDURE 1. Verify that the ignition switch is in the "OFF" position. 2. Disconnect the wiring harness plug. 3. Remove the fuel pump relay. 4. Install the new fuel pump relay. 5. Connect the wiring harness plug securely. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Oil Pressure Switch (For Fuel Pump) > Component Information > Locations > Fuel Pump Switch/Oil Pressure Sender/Switch Oil Pressure Switch (For Fuel Pump): Locations Fuel Pump Switch/Oil Pressure Sender/Switch RH Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Oil Pressure Switch (For Fuel Pump) > Component Information > Locations > Fuel Pump Switch/Oil Pressure Sender/Switch > Page 3552 RH Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Oil Pressure Switch (For Fuel Pump) > Component Information > Locations > Fuel Pump Switch/Oil Pressure Sender/Switch > Page 3553 Fuel Pump / Oil Pressure Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Oil Pressure Switch (For Fuel Pump) > Component Information > Locations > Page 3554 Harness Connector Faces: Fuel Pump Switch/Oil Pressure Sender/Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Specifications > Electrical Specifications Throttle Position Sensor: Electrical Specifications At Closed Throttle < 0.9 V At Wide Open Throttle 4.7 V Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Specifications > Electrical Specifications > Page 3559 Throttle Position Sensor: Mechanical Specifications Throttle Position Sensor 18 in.lb Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Specifications > Page 3560 LH Side Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions Throttle Position Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3563 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3564 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3565 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3566 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3567 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3568 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3569 Throttle Position Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3570 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3571 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3572 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3573 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3574 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3575 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3576 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3577 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3578 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3579 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3580 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3581 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3582 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3583 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3584 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3585 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3586 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3587 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3588 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3589 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3590 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3591 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3592 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3593 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3594 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3595 Throttle Position Sensor Circuit Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Page 3596 Throttle Position Sensor: Description and Operation Throttle Position Sensor (TPS) PURPOSE: The Throttle Position Sensor (TPS) is a potentiometer that senses throttle angle and sends a signal to the ECM. This input to the ECM is used to control the fuel system on acceleration and deceleration. OPERATION: The TPS has three internal circuits. One to ground, a second from the ECM as a 5.0 volt reference source and a third circuit is used by the ECM to measure the output voltage. As the throttle angle changes (pressing down on accelerator pedal) the TPS voltage output varies from about .5 volt at idle to about 4.9 volts at wide open throttle (WOT). LOCATION: Side of throttle body opposite of throttle lever. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Page 3597 Throttle Position Sensor: Adjustments N/A: TPS is not adjustable on this engine. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Page 3598 Throttle Position Sensor: Service and Repair Throttle Position Sensor Typical Throttle Body Assembly REMOVAL: 1. Disconnect the Throttle Position Sensor electrical connector. 2. Remove the Throttle Position Sensor mounting screws. 3. Remove the Throttle Position Sensor. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Page 3599 NOTE: The Throttle Position Sensor (TPS) is an electrical component and must not be soaked in any liquid cleaner or solvent, damage may result. INSTALLATION: 1. With the throttle valve closed, position the Throttle Position Sensor on the throttle shaft, then align the screw holes. 2. Install the Throttle Position Sensor screws and tighten to 2.0 N-m (18 lb. in.). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel Delivery and Air Induction > Throttle Position Switch > Component Information > Locations LH Side Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Body > Component Information > Description and Operation Throttle Body: Description and Operation Typical Throttle Body Assembly The throttle body assembly is attached to the intake manifold air plenum, and is used to control air flow into the engine, controlling engine output. The throttle valve within the throttle body is opened by the driver through the accelerator controls. During engine idle, the throttle valve is closed, and air flow is handled by the Idle Air Control (IAC) Valve. To prevent the throttle valve icing during cool weather operation, engine coolant is directed through the coolant cavity on the bottom of the throttle body. The throttle body also provides the location for mounting the Throttle Position Sensor (TPS) and for sensing changes in engine vacuum due to throttle valve position. Vacuum ports are located at, above, or below the throttle valve to generate vacuum signals needed by various components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Body > Component Information > Service and Repair > Coolant Cavity Cover Throttle Body: Service and Repair Coolant Cavity Cover Throttle Body Assembly Remove or Disconnect: Throttle body from intake plenum. Refer to "Throttle Body Assembly." Disassemble: 1. Coolant cover attaching screws (45). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Body > Component Information > Service and Repair > Coolant Cavity Cover > Page 3608 2. Coolant cavity cover (40) and O-ring (46). Discard O-ring. Clean O-ring sealing surfaces. Inspect sealing surfaces for corrosion or damage that could cause a coolant leak. Replace coolant cavity cover or throttle body if necessary. Assemble: 1. Lubricate new coolant cover O-ring (46) with ethylene glycol antifreeze. 2. O-ring in cavity of throttle body. 3. Coolant cavity cover (40). Hold cover in place. 4. Coolant cover attaching screws (45). Tighten: Attaching screws to 3.O N-m (27 lb. in.). Install or Connect: Throttle body to intake plenum. Refer to "Throttle Body Assembly." Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Body > Component Information > Service and Repair > Coolant Cavity Cover > Page 3609 Throttle Body: Service and Repair Throttle Body Assembly Removal and Replacement Typical Throttle Body Assembly Throttle Body Removal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Body > Component Information > Service and Repair > Coolant Cavity Cover > Page 3610 Throttle Body Identification The throttle body assembly repair procedures cover component replacement with the unit on the vehicle. However, throttle body replacement requires that the complete unit be removed from the engine. An eight digit part identification number is stamped on the bottom of the throttle body casting next to the coolant cover. Refer to this number if servicing, or part replacement is required. For identification of parts during repair, refer to the disassembled view. Clean The throttle bore and valve deposits may be cleaned on-vehicle, using carburetor cleaner and a parts cleaning brush. Follow instructions on container. DO NOT use a cleaner that contains methyl ethyl ketone, an extremely strong solvent, and not necessary for this type of deposit. The throttle body metal parts may be clean following disassembly, in a cold immersion-type cleaner such as GM X-55 or equivalent. NOTE: The TPS and IAC valve should not come in contact with solvent or cleaner, as the may be damaged. REMOVE OR DISCONNECT: 1. Negative battery terminal. 2. Partially drain radiator, to allow coolant hoses a throttle body to be removed. 3. Air inlet duct. 4. IAC valve and TPS electrical connectors. 5. Vacuum harness connector. 6. Coolant hoses at throttle body. 7. Throttle, TV (transmission control), and cruise control cables. 8. Throttle body retaining bolts. 9. Throttle body assembly. 10. Flange gasket and discard. NOTE: Use care in cleaning old gasket material from machined aluminum surfaces. Sharp tools may damage sealing surfaces. Clean gasket surface on intake manifold. INSTALL OR CONNECT: 1. New flange gasket. 2. Throttle body assembly. 3. Throttle body retaining bolts. Tighten Throttle body attaching bolts to 25.0 N-m (18 lb. ft.). 4. Throttle, TV (transmission control) and cruise control cables. IMPORTANT: Make sure throttle and cruise control linkage does not hold throttle open. 5. Coolant hoses to throttle body. 6. Vacuum harness connector. 7. IAC valve and TPS electrical connectors. 8. Air inlet duct. 9. Refill radiator to replace lost coolant. 10. Negative battery terminal. With the engine "OFF," check to see that the accelerator pedal is free: Depress pedal to the floor and release. 11. Perform the "Idle Learn Procedure." The ECM will need to relearn the IAC valve pintle position following battery reconnect. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Cable/Linkage > Component Information > Adjustments Throttle Cable/Linkage: Adjustments The accelerator control system is cable type. There are no linkage adjustments. The specific cable for each application must be used. Only the specific replacement part will work. Check for correct opening and closing positions by operating the accelerator pedal. Make sure that the throttle valve reaches the wide open and fully closed throttle positions. If it does not, inspect for damaged or bent brackets, levers, or other components, or for poor carpet fit under the accelerator pedal. If any binding is present in the linkage, check for: 1. Proper routing of the throttle cable. 2. Kinked or damaged cable. 3. Free movement of: a. Throttle lever at the throttle body. b. Cable at throttle body or control lever/pulley. c. Accelerator lever at bearing support. d. Pedal at lever. Whenever disconnecting or replacing parts, lubricate the pivot points with Accelerator Linkage Lubricant 1052541 or equivalent. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Cable/Linkage > Component Information > Adjustments > Page 3614 Throttle Cable/Linkage: Service and Repair Accelerator Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Cable/Linkage > Component Information > Adjustments > Page 3615 Accelerator Cable Underhood ACCELERATOR CONTROL CABLE Remove or Disconnect: 1. Left sound insulator. 2. Release cable retainer from lever assembly. 3. Depress cable tangs and push forward toward engine compartment. 4. Clip from throttle lever. 5. Depress tangs on cable trough cable bracket. Install or Connect: 1. Route cable through cable bracket. 2. Press cable upward through bracket making sure tangs expand and properly seat. 3. Route cable through cowl. 4. Slip accelerator cable through slot in rod and then install retainer in rod, being sure it is seated. Inspect: Check for correct opening and closing positions by operating accelerator pedal. Make sure that the throttle valve reaches wide-open throttle position. If it does not, inspect for damaged or bent brackets, levers, or other components; or, for poor carpet fit under the accelerator pedal. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Cable/Linkage > Component Information > Adjustments > Page 3616 Flexible components (hoses, wires, conduits, etc.) must not be routed within 50 mm (2.0 in.) of moving parts of accelerator linkage outboard of support unless routing is positively controlled. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Specifications > Electrical Specifications Throttle Position Sensor: Electrical Specifications At Closed Throttle < 0.9 V At Wide Open Throttle 4.7 V Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Specifications > Electrical Specifications > Page 3621 Throttle Position Sensor: Mechanical Specifications Throttle Position Sensor 18 in.lb Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Specifications > Page 3622 LH Side Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions Throttle Position Sensor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3625 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3626 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3627 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3628 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3629 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3630 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3631 Throttle Position Sensor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3632 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3633 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3634 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3635 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3636 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3637 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3638 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3639 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3640 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3641 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3642 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3643 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3644 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3645 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3646 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3647 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3648 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3649 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3650 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3651 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3652 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3653 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3654 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3655 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3656 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 3657 Throttle Position Sensor Circuit Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Page 3658 Throttle Position Sensor: Description and Operation Throttle Position Sensor (TPS) PURPOSE: The Throttle Position Sensor (TPS) is a potentiometer that senses throttle angle and sends a signal to the ECM. This input to the ECM is used to control the fuel system on acceleration and deceleration. OPERATION: The TPS has three internal circuits. One to ground, a second from the ECM as a 5.0 volt reference source and a third circuit is used by the ECM to measure the output voltage. As the throttle angle changes (pressing down on accelerator pedal) the TPS voltage output varies from about .5 volt at idle to about 4.9 volts at wide open throttle (WOT). LOCATION: Side of throttle body opposite of throttle lever. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Page 3659 Throttle Position Sensor: Adjustments N/A: TPS is not adjustable on this engine. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Page 3660 Throttle Position Sensor: Service and Repair Throttle Position Sensor Typical Throttle Body Assembly REMOVAL: 1. Disconnect the Throttle Position Sensor electrical connector. 2. Remove the Throttle Position Sensor mounting screws. 3. Remove the Throttle Position Sensor. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Page 3661 NOTE: The Throttle Position Sensor (TPS) is an electrical component and must not be soaked in any liquid cleaner or solvent, damage may result. INSTALLATION: 1. With the throttle valve closed, position the Throttle Position Sensor on the throttle shaft, then align the screw holes. 2. Install the Throttle Position Sensor screws and tighten to 2.0 N-m (18 lb. in.). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Switch > Component Information > Locations LH Side Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Firing Order > Component Information > Specifications > Ignition Firing Order Firing Order: Specifications Ignition Firing Order Firing Order ......................................................................................................................................... ............................................................... 1-2-3-4-5-6 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Ignition Timing > Number One Cylinder > Component Information > Locations > Number 1 Cylinder Location Number One Cylinder: Locations Number 1 Cylinder Location NUMBER ONE CYLINDER LOCATION Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Ignition Timing > Timing Marks and Indicators > System Information > Locations Timing Marks and Indicators: Locations The ECM controls ignition timing therefore no provisions for adjustment are required. No timing marks are provided on this engine. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Locations Crankshaft Position Sensor: Locations Crankshaft Position Sensor RH rear of engine, on exhaust manifold Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Locations > Page 3681 Crankshaft Position Sensor: Description and Operation Typical DIS Crankshaft Sensor PURPOSE: The crankshaft sensor provides a signal through the Direct Ignition (DI), which the ECM uses as reference to calculate rpm and crankshaft position. OPERATION: This sensor protrudes into the block, within approximately .050" of the engine crankshaft reluctor. The reluctor is a special wheel cast into the crankshaft with seven slots cast into it, six of which are evenly spaced 60° apart. A seventh slot is spaced 10° from one of the other slots and serves to generate a "sync pulse." As the reluctor rotates as part of the crankshaft, the slots change the magnetic field of the sensor, creating an induced voltage pulse. Based on the crank sensor pulses, the ignition module sends reference signals to the ECM which are used to indicate crankshaft position and engine speed. LOCATION: This sensor is mounted remotely from the ignition module, right hand side of engine, at the end of the crank shaft. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component Information > Locations > Page 3682 Crankshaft Position Sensor: Service and Repair Crankshaft Position Sensor Remove or Disconnect 1. Sensor harness connector. 2. Sensor to block bolt. 3. Sensor from engine. Inspect ^ Sensor O-ring for wear, cracks or leakage. Replace if necessary. Lube new O-ring with engine oil before installing. Install or Connect 1. Sensor into hole in block. 2. Sensor to block bolt. ^ Torque to 8 N.m (71 lb. in.). 3. Sensor harness connector. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Spark Plug Wire <--> [Ignition Cable] > Component Information > Specifications Spark Plug Wire: Specifications Spark Plug Wire Resistance Values: 0-15 inch cable .................................................................................................................................... ............................................... 3,000-10,000 ohms. 15-25 inch cable .................................................................................................................................. ............................................... 4,000-15,000 ohms. 25-35 inch cable .................................................................................................................................. ............................................... 6,000-20,000 ohms. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Spark Plug Wire <--> [Ignition Cable] > Component Information > Specifications > Page 3686 Spark Plug Wire Routing Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Ignition Coil > Component Information > Specifications Ignition Coil: Specifications IGNITION COIL RESISTANCE Primary Resistance ............................................................................................................................. .......................................................... Not Specified Secondary Resistance ....................................... ..................................................................................................................................5,000 - 10,000 ohms NOTE: Secondary resistance measured across each coil's two towers with coil removed from vehicle. NOTE: Winding resistance (ohms at 75°F or 24°C) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Ignition Coil > Component Information > Specifications > Page 3690 Ignition Coil: Service and Repair REMOVAL 1. Disconnect negative battery cable. 2. Coil retaining screws. 3. Coils from module. INSTALLATION 1. Coils to module. 2. Coil retaining screws. Torque to 4.5 N-m (40 lbs in.) 3. Negative battery cable. IDLE LEARN PROCEDURE: Any time the battery is disconnected, the programmed position of the IAC valve pintle is lost, and replaced with a default value. To return the IAC valve pintle to the correct position, perform the following procedure: 1. After restoring battery power, connect the Tech 1 "SCAN" tool. 2. Select "IAC SYSTEM," then select "IDLE LEARN" in the "MISC TEST" mode. 3. Proceed with idle learn as directed. ^ This procedure allows the ECM memory to be updated with the correct IAC valve pintle position, for the vehicle, and provide a stable idle speed. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Ignition Control Module > Component Information > Locations > Manual RH Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Ignition Control Module > Component Information > Locations > Manual > Page 3695 RH Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Ignition Control Module > Component Information > Locations > Page 3696 Harness Connector Faces: Electronic Ignition (EI) System Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Ignition Control Module > Component Information > Locations > Page 3697 Ignition Control Module: Service and Repair REMOVAL 1. Disconnect negative battery cable. 2. Ignition Coils. 3. Module from assembly plate. INSTALLATION 1. Module to assembly plate. 2. Ignition Coils. 3. Negative battery cable. IDLE LEARN PROCEDURE: Any time the battery is disconnected, the programmed position of the IAC valve pintle is lost, and replaced with a default value. To return the IAC valve pintle to the correct position, perform the following procedure: 1. After restoring battery power, connect the Tech 1 "SCAN" tool. 2. Select "IAC SYSTEM," then select "IDLE LEARN" in the "MISC TEST" mode. 3. Proceed with idle learn as directed. ^ This procedure allows the ECM memory to be updated with the correct IAC valve pintle position, for the vehicle, and provide a stable idle speed. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information > Locations > Component Locations Knock Sensor: Component Locations LH Rear Of Engine Compartment (Manual) RH Rear Of Engine Compartment (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information > Locations > Component Locations > Page 3702 LH Rear Of Engine Compartment (Manual) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information > Locations > Page 3703 Knock Sensor: Description and Operation PURPOSE: The knock sensor is used to detect engine detonation (ping). The ECM will retard the electronic spark timing based on the signal received. OPERATION: The knock sensor detects abnormal vibration in the engine. Then, the knock sensor produces an AC signal which increases with the severity of the knock. The ECM reads this signal and retards the timing until the knock is stopped. LOCATION: Engine block near the cylinders. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information > Locations > Page 3704 Knock Sensor: Testing and Inspection Chart C-5 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information > Locations > Page 3705 Knock Sensor Circuit Circuit Description: The Knock Sensor (KS) is used to detect engine detonation and the PCM will retard the ignition control timing based on the signal being received. The circuitry, within the knock sensor, causes the PCMs 5 volts to be pulled down so that under a no knock condition, CKT 496 would measure about 2.5 volts. The knock sensor produces an AC signal, which rides on the 2.5 volts DC voltage. The amplitude and frequency are dependent upon the knock level. The EPROM used with this engine contains the functions which were part of remotely mounted knock sensor modules used on other GM vehicles. The knock sensor portion of the EPROM then sends a signal to other parts of the PCM which adjusts the spark timing to retard the spark and reduce the detonation. Test Description: Number(s) below refer to circled number(s) on the diagnostic chart. 1. With engine idling, there should not be a knock signal present at the PCM, because detonation is not likely under a no load condition. 2. Tapping on the engine lift bracket should simulate a knock signal to determine if the sensor is capable of detecting detonation. If no knock is detected, try tapping on engine block closer to sensor before replacing sensor. 3. If the engine has an internal problem which is creating a knock, the knock sensor may be responding to the internal failure. 4. This test determines if the knock sensor is faulty or if the KS portion of the EPROM is faulty. If it is determined that the EPROM is faulty, be sure that it is properly installed and latched into place. If not properly installed, repair and retest. Diagnostic Aids: While observing knock signal on the Tech 1 scan tool, there should be an indication that knock is present, when detonation can be heard. Detonation is most likely to occur under high engine load conditions. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Relays and Modules - Ignition System > Ignition Control Module > Component Information > Locations > Manual RH Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Relays and Modules - Ignition System > Ignition Control Module > Component Information > Locations > Manual > Page 3711 RH Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Relays and Modules - Ignition System > Ignition Control Module > Component Information > Locations > Page 3712 Harness Connector Faces: Electronic Ignition (EI) System Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Relays and Modules - Ignition System > Ignition Control Module > Component Information > Locations > Page 3713 Ignition Control Module: Service and Repair REMOVAL 1. Disconnect negative battery cable. 2. Ignition Coils. 3. Module from assembly plate. INSTALLATION 1. Module to assembly plate. 2. Ignition Coils. 3. Negative battery cable. IDLE LEARN PROCEDURE: Any time the battery is disconnected, the programmed position of the IAC valve pintle is lost, and replaced with a default value. To return the IAC valve pintle to the correct position, perform the following procedure: 1. After restoring battery power, connect the Tech 1 "SCAN" tool. 2. Select "IAC SYSTEM," then select "IDLE LEARN" in the "MISC TEST" mode. 3. Proceed with idle learn as directed. ^ This procedure allows the ECM memory to be updated with the correct IAC valve pintle position, for the vehicle, and provide a stable idle speed. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Locations Crankshaft Position Sensor: Locations Crankshaft Position Sensor RH rear of engine, on exhaust manifold Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Locations > Page 3718 Crankshaft Position Sensor: Description and Operation Typical DIS Crankshaft Sensor PURPOSE: The crankshaft sensor provides a signal through the Direct Ignition (DI), which the ECM uses as reference to calculate rpm and crankshaft position. OPERATION: This sensor protrudes into the block, within approximately .050" of the engine crankshaft reluctor. The reluctor is a special wheel cast into the crankshaft with seven slots cast into it, six of which are evenly spaced 60° apart. A seventh slot is spaced 10° from one of the other slots and serves to generate a "sync pulse." As the reluctor rotates as part of the crankshaft, the slots change the magnetic field of the sensor, creating an induced voltage pulse. Based on the crank sensor pulses, the ignition module sends reference signals to the ECM which are used to indicate crankshaft position and engine speed. LOCATION: This sensor is mounted remotely from the ignition module, right hand side of engine, at the end of the crank shaft. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Crankshaft Position Sensor > Component Information > Locations > Page 3719 Crankshaft Position Sensor: Service and Repair Crankshaft Position Sensor Remove or Disconnect 1. Sensor harness connector. 2. Sensor to block bolt. 3. Sensor from engine. Inspect ^ Sensor O-ring for wear, cracks or leakage. Replace if necessary. Lube new O-ring with engine oil before installing. Install or Connect 1. Sensor into hole in block. 2. Sensor to block bolt. ^ Torque to 8 N.m (71 lb. in.). 3. Sensor harness connector. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Locations > Component Locations Knock Sensor: Component Locations LH Rear Of Engine Compartment (Manual) RH Rear Of Engine Compartment (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Locations > Component Locations > Page 3724 LH Rear Of Engine Compartment (Manual) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Locations > Page 3725 Knock Sensor: Description and Operation PURPOSE: The knock sensor is used to detect engine detonation (ping). The ECM will retard the electronic spark timing based on the signal received. OPERATION: The knock sensor detects abnormal vibration in the engine. Then, the knock sensor produces an AC signal which increases with the severity of the knock. The ECM reads this signal and retards the timing until the knock is stopped. LOCATION: Engine block near the cylinders. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Locations > Page 3726 Knock Sensor: Testing and Inspection Chart C-5 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System > Knock Sensor > Component Information > Locations > Page 3727 Knock Sensor Circuit Circuit Description: The Knock Sensor (KS) is used to detect engine detonation and the PCM will retard the ignition control timing based on the signal being received. The circuitry, within the knock sensor, causes the PCMs 5 volts to be pulled down so that under a no knock condition, CKT 496 would measure about 2.5 volts. The knock sensor produces an AC signal, which rides on the 2.5 volts DC voltage. The amplitude and frequency are dependent upon the knock level. The EPROM used with this engine contains the functions which were part of remotely mounted knock sensor modules used on other GM vehicles. The knock sensor portion of the EPROM then sends a signal to other parts of the PCM which adjusts the spark timing to retard the spark and reduce the detonation. Test Description: Number(s) below refer to circled number(s) on the diagnostic chart. 1. With engine idling, there should not be a knock signal present at the PCM, because detonation is not likely under a no load condition. 2. Tapping on the engine lift bracket should simulate a knock signal to determine if the sensor is capable of detecting detonation. If no knock is detected, try tapping on engine block closer to sensor before replacing sensor. 3. If the engine has an internal problem which is creating a knock, the knock sensor may be responding to the internal failure. 4. This test determines if the knock sensor is faulty or if the KS portion of the EPROM is faulty. If it is determined that the EPROM is faulty, be sure that it is properly installed and latched into place. If not properly installed, repair and retest. Diagnostic Aids: While observing knock signal on the Tech 1 scan tool, there should be an indication that knock is present, when detonation can be heard. Detonation is most likely to occur under high engine load conditions. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Spark Plug > Component Information > Specifications Spark Plug: Specifications Spark Plug Gap ................................................................................................................................... ...................................................... .045 in. (1.14 mm) NOTE: Check the gap specifications given on the Emissions Control Label. If the gap is different from what is listed here, use the information on the label. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Shift Interlock Solenoid > Component Information > Locations > Component Locations LH Side Of I/P (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Shift Interlock Solenoid > Component Information > Locations > Component Locations > Page 3738 Shift Interlock Solenoid: Connector Locations Behind LH Side Of I/P LH Side Of I/P (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Shift Solenoid, A/T > Component Information > Specifications Shift Solenoid: Specifications Intermediate Servo Cover .................................................................................................................... ................................................................... 8 Ft. Lbs. Solenoid To Valve Body .................................. ....................................................................................................................................................... 8 Ft. Lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Locations > Component Locations Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Locations > Component Locations > Page 3746 LH Side Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Locations > Page 3747 Harness Connector Faces: Automatic Transaxle (Torque Converter Clutch Solenoid) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Locations > Page 3748 Torque Converter Clutch Solenoid: Description and Operation Torque Converter Clutch Solenoid PURPOSE: The Transmission Converter Clutch (TCC) feature eliminates the power loss of the torque converter stage when the vehicle is in a cruise mode. OPERATION: The TCC system uses a solenoid operated valve in the automatic transmission to couple the engine flexplate to the output shaft of the transaxle through the torque converter. This reduces the slippage losses in the converter, which increases fuel economy. For the converter clutch to apply, at least two conditions must be met. 1. Internal transmission fluid pressure must be correct. 2. The ECM/PCM completes a ground circuit to energize the TCC solenoid in the transmission, which moves a check ball in the fluid line. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Service and Repair > Torque Converter Clutch (TCC) Solenoid Torque Converter Clutch Solenoid: Service and Repair Torque Converter Clutch (TCC) Solenoid TORQUE CONVERTER CLUTCH (TCC) SOLENOID & SWITCHES Torque Converter Clutch Solenoid & Switches Auxiliary Valve Body, Valve Body And Oil Pump Assembly Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Service and Repair > Torque Converter Clutch (TCC) Solenoid > Page 3751 REMOVE OR DISCONNECT 1. Valve body cover. Refer to "Valve Body Cover". 2. Wiring harness from case electrical connector and leads from pressure switch. 3. Torque converter clutch solenoid bolt to auxiliary valve body. 4. 3rd clutch pressure switch. 5. Second clutch switch, if applicable. INSTALL OR CONNECT 1. Second clutch switch, if applicable. TIGHTEN ^ Switch to 11 Nm (97 lbs. in.). 2. 3rd clutch pressure switch. TIGHTEN ^ Switch to 11 Nm (97 lbs. in.). 3. Torque converter clutch solenoid bolt to auxiliary valve body. Install new O-ring. 4. Wire harness to case and switches. 5. Valve body cover with a new gasket. ADJUST ^ Fluid level. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Service and Repair > Torque Converter Clutch (TCC) Solenoid > Page 3752 Torque Converter Clutch Solenoid: Service and Repair Valve Body Cover VALVE BODY COVER Side Cover And Control Valve View REMOVE OR DISCONNECT 1. Raise vehicle and suitably support. 2. Drain oil. 3. Left front tire and wheel assembly. 4. Left splash shield. 5. Valve body cover to transaxle bolts. INSPECT ^ Bolts INSTALL OR CONNECT 1. Valve body cover with a new gasket and bolts. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Service and Repair > Torque Converter Clutch (TCC) Solenoid > Page 3753 Valve Body Cover NOTE: It is necessary to use GM thread locker (P/N 12345382) or equivalent non-locking sealant to reduce the potential for fluid leaks on the indicated bolts. 2. Left splash shield. 3. Left front tire and wheel assembly. 4. Lower vehicle. ADJUST: ^ Oil level. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Lamps and Indicators Transmission and Drivetrain > Lamps and Indicators - A/T > Shift Indicator > Component Information > Description and Operation Shift Indicator: Description and Operation DESCRIPTION This lamp is used on most models equipped with manual transmission. OPERATION The Upshift lamp is illuminated to inform the driver of ideal shift points, with improved fuel economy as the specific objective. When the light is illuminated, the transmission should be shifted to the next highest gear, if driving conditions permit such an action. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Lamps and Indicators Transmission and Drivetrain > Lamps and Indicators - A/T > Shift Indicator > Component Information > Description and Operation > Page 3759 Shift Indicator: Service and Repair If upshift indicator is not working properly, perform the following test. 1. Disconnect ECM connector C1. 2. Place ignition switch in run. 3. Measure voltage at terminal A2 of ECM connector. 4. If battery voltage is present, further ECM diagnosis is necessary. 5. If battery voltage is not present, repair open circuit in brown/black wire, circuit 456. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Brake Switch - TCC > Component Information > Locations > Component Locations Brake Switch - TCC: Component Locations Below LH Side Of I/P (Manual) Below LH Side Of I/P (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Brake Switch - TCC > Component Information > Locations > Component Locations > Page 3766 Brake Switch - TCC: Connector Locations Below LH Side Of I/P (Automatic) Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Brake Switch - TCC > Component Information > Locations > Page 3767 Harness Connector Faces: Brake Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Fluid Pressure Sensor/Switch, A/T > Component Information > Specifications Fluid Pressure Sensor/Switch: Specifications Pressure Switch ................................................................................................................................... .................................................................... 8 Ft. Lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Component Locations LH Rear Of Engine Compartment (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Component Locations > Page 3775 LH Rear Of Engine Compartment (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Page 3776 Harness Connector Faces: Park/Neutral Position Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Page 3777 Transmission Position Switch/Sensor: Description and Operation Park/Neutral Switch (Auto. Trans) PURPOSE: The PARK/NEUTRAL (P/N) switch indicates to the computer when the transmission is in PARK or NEUTRAL. This information is used by the ECM for Idle Air Control (IAC), Torque Converter Clutch (TCC) and Exhaust Gas Recirculation (EGR) operation. OPERATION: The P/N switch contacts are a part of the neutral switch and are closed to ground in park or neutral and open in drive ranges and reverse. The ECM supplies ignition voltage through a current limiting resistor to the switch and senses a closed circuit when voltage drops to less than 1 volt. NOTE: DO NOT drive the vehicle with the PARK/NEUTRAL switch disconnected, since idle quality may be affected. LOCATION: Top of transaxle. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Page 3778 Transmission Position Switch/Sensor: Testing and Inspection Chart C-1A Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Page 3779 Park/Neutral Position Switch Circuit Circuit Description: The Park/Neutral Position (PNP) switch contacts shown are a part of the Park/Neutral position switch and are closed to ground in park or neutral, and open in drive ranges. The PCM supplies ignition voltage through a pull up resistor to CKT 434 and senses a closed switch when the voltage on CKT 434 drops to less than one volt. The PCM uses the PNP signal as one of the inputs to control: ^ Idle speed. ^ VSS diagnostics. ^ EGR. If CKT 434 indicates PNP (grounded), while in drive range, the EGR would be inoperative, resulting in possible detonation. If CKT 434 indicates drive (open) a sag in the idle may occur when the gear selector is moved into drive range. Test Description: Number(s) below refer to circled number(s) on the diagnostic chart. 1. Checks for a closed switch to ground in park position. Different makes of scan toots will display the PNP switch differently. Refer to tool operator's manual for type of display used for a specific tool. 2. Checks for an open switch in drive range. 3. Be sure Tech 1 scan tool indicates drive, even while wiggling shifter, to test for an intermittent or misadjusted switch in drive range. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Technical Service Bulletins > PROM - Powertrain Control Module Reprogramming PROM - Programmable Read Only Memory: Technical Service Bulletins PROM - Powertrain Control Module Reprogramming File In Section: 06 - Engine/Propulsion System Bulletin No.: 99-06-04-053 Date: November, 1999 INFORMATION Subject: Powertrain Control Module (PCM) Reprogramming (Do Not Reprogram Using the Same Download Files as Those Already Present in The Control Module) Models: 1990-2000 Passenger Cars and Trucks with Reprogrammable PCM It is strongly recommended to NOT reinstall the same software and/or calibration download file(s) into the powertrain control module as those that are already present in the PCM. There is no technical reason that the download files inside the PCM would ever become corrupted after the control module had previously been successfully programmed. A P0601 (Control Module Read Only Memory) Diagnostic Trouble Code would set in memory and the MIL would be illuminated if the controller memory became corrupted. The Techline Information System 2000 (TIS 2000) PC, combined with vehicle information gained through the Tech 2, can determine when an attempt to reprogram a PCM using the same download files (as those already in the control module) is being requested. If this is attempted, the TIS 2000 PC currently displays the following message: Notice: THE CALIBRATION SELECTED IS THE CURRENT CALIBRATION IN THE CONTROL MODULE. PROGRAMMING WITH THE SAME DOWNLOAD FILES IS NOT AN EFFECTIVE REPAIR. SELECT ( YES ) TO CONTINUE PROGRAMMING THE CONTROL MODULE,OR ( NO ) TO CANCEL. Effective in the first quarter of 2000, the TIS 2000 PC will indicate: Important: THE CALIBRATION SELECTED IS ALREADY THE CURRENT CALIBRATION IN THE CONTROL MODULE. REPROGRAMMING WITH THE SAME DOWNLOAD FILE IS NOT ALLOWED. Certain learned values, such as: (but not limited to) ^ fuel trim (previously known as block learn memory), ^ IAC learned position in various park/neutral and air conditioning on/off combinations, ^ certain OBDII diagnostic thresholds, ^ automatic transmission shift adapts will revert back to their unlearned starting point values after a reprogramming event occurs. It is feasible that the engine or transmission might temporarily operate differently after a reprogramming event, until these values are re-learned. Relearning occurs while operating the vehicle through normal driving routines. If the same download files are simply reinstalled, any changes noticed in engine operation will likely disappear in a short amount of time and/or driving distance. Reprogramming the control module with the same download files that already exist in the module will only accomplish a warranty claim for a non-effective repair, and a likely comeback. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Technical Service Bulletins > PROM - Powertrain Control Module Reprogramming > Page 3784 PROM - Programmable Read Only Memory: Technical Service Bulletins SPS/FLASH EPROM Programming File In Section: 6E - Engine Fuel & Emission Bulletin No.: 53-65-08 Date: January, 1996 INFORMATION Subject: SPS/FLASH EPROM Programming Models: 1993-96 Passenger Cars and Trucks Applicable Reprogrammable Vehicles This bulletin is being issued to assist technicians in reprogramming vehicles and should be used in conjunction with instructions provided on your Techline Terminal and in your Techline Terminal User's Manual. THE TECHLINE TERMINAL (T-20, T-50, T-60) HAS BEEN ABLE TO DO 1996 VEHICLE PROGRAMMING THROUGH THE DIRECT METHOD SINCE 1996 VEHICLES HAVE BEEN AVAILABLE IN THE DEALERSHIPS/RETAIL FACILITIES. THE TECHLINE CD-ROM TITLED DISC 13 CONTAINS THE SOFTWARE NEEDED TO PROGRAM ALL 1996 VEHICLES WITH A TECH 1 (REMOTE PROGRAMMING METHOD). SPS Tips 1. BATTERY VOLTAGE SHOULD BE CHECKED. A FULLY CHARGED BATTERY IS NECESSARY BEFORE REPROGRAMMING TAKES PLACE. THE VEHICLE BATTERY SHOULD NOT BE CONNECTED TO A BATTERY CHARGER DURING A PROGRAMMING EVENT INCORRECT VOLTAGE COULD CAUSE PROGRAMMING AND/OR CONTROL MODULE FAILURE. During programming, the control module depends on the battery as its sole source of power. Also during programming, the vehicle's components (i.e. blower motor) are set to a default mode which may be turned on, placing additional draw on the vehicle's battery. If the voltage goes outside the specified range (11 to 14 volts) the controllers and the Techline equipment will stop communicating. If this happens, it could cause the control module to become inoperable and require replacement. 2. CHECK THE INTEGRITY OF THE TECH 1 CABLES, MAKE SURE THEY ARE NOT FRAYED, BROKEN OR TWISTED. Loss of communication for any reason will require additional time in completing the reprogramming event. 3. IF USING A TECH 1, YOUR MASS STORAGE CARTRIDGE (MSC) MUST BE UPDATED TO REFLECT THE MOST CURRENT UPDATE OFFERED ON THE TECHLINE CD-ROM. DISC 13, 1995 WAS THE FIRST CD-ROM THAT HAD REMOTE PROGRAMMING SUPPORT If your MSC is not updated to reflect the current software version on the Techline Terminal, in some situations the software will not be capable of interpreting the information that is requested from the vehicle. 4. T-100 TERMINALS (CAMS) ARE NOT CAPABLE OF PROGRAMMING OBD II VEHICLES THROUGH THE DIRECT METHOD. A TECH 1 MUST BE USED (REMOTE METHOD) WHEN REPROGRAMMING WITH A T-100. The T-100 terminals communicate with vehicles through a DLC (ALDL) card and cable found within the T-100's computer. The DLC (ALDL) card is not capable of communicating at the new baud rate used with OBD II. 5. PROGRAMMING IS NOT NEEDED IF THE CURRENT CALIBRATION IS THE SAME AS THE SELECTED CALIBRATION. 6. IF PROGRAMMING A NEW CONTROL MODULE, YOU MUST REQUEST INFORMATION FROM THE NEW CONTROL MODULE. The security information that is needed for a control module to be programmed is stored in the new control module. The security information must be requested from the control module to be programmed. At that point, the control module can be successfully programmed. This requesting of security information takes place in both the direct and remote methods. The request is automatic when using the direct method. Looking at the calibration stored in the old controller may be helpful in selecting the calibration from the CD-ROM for the new controller. 7. WHEN PROGRAMMING OBD II VEHICLES WITH A TECH 1 (REMOTE PROGRAMMING METHOD), A VEHICLE INTERFACE MODULE (VIM) IS REQUIRED. The VIM allows the Tech 1 to communicate with the OBD II vehicles. The VIM is necessary for all other Tech 1 diagnostics on OBD II vehicles. VIMs are no longer on backorder. If you are interested in obtaining additional VIMs, call 1-800-GM-TOOLS and ask for VIM kit part number 7000041. 8. DISCONNECT THE TECH I AND VIM FROM THE VEHICLE BETWEEN RETRIEVING DATA AND PROGRAMMING THE VEHICLE. If the VIM remains powered up after data is requested, a communication problem may result when the reprogramming function is performed. 9. WHEN CONNECTING THE TECH 1 TO A TECHLINE TERMINAL (EXCEPT T-100 CAMS), ALWAYS CONNECT THE FLAT GRAY R5232 CABLE FIRST AND THEN THE POWER ADAPTER. FAILURE TO DO SO COULD RESULT IN A LOSS OF INFORMATION Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Technical Service Bulletins > PROM - Powertrain Control Module Reprogramming > Page 3785 STORED ON THE TECH 1. When power is turned on to the Tech 1, it looks for the RS232 connection. If it does not see the connection, the Tech 1 in some cases, will erase the information stored for download. 10. DO NOT DISCONTINUE OR INTERRUPT THE PROGRAM LOADING PROCESS TO THE VEHICLE. This will result in a programming error and could prevent the Electronic Control Module (ECM) from functioning properly. 11. AFTER PROGRAMMING IS COMPLETE, PRESS "EXIT". MAKE SURE THE KEY IS CYCLED OFF FOR APPROXIMATELY 10 SECONDS THEN BACK ON. Some vehicles will lose component settings (PMC/IAC Valve). Cycling the key off two times (Off for 30 seconds, On for 10 then repeat a second time) will allow for resetting of the components. Start the vehicle to ensure programming was successful. FOR CADILLAC VEHICLES ONLY a. DUE TO OTHER MODULES ON THE DATA LINE TRYING TO COMMUNICATE WITH THE ECM DURING PROGRAMMING, SOME COMMUNICATION CODES MAY BE SET After programming is complete, clear any codes and verify they do not reset. b. TO HELP MINIMIZE BATTERY DRAW DURING ECM PROGRAMMING, DISCONNECT THE BLOWER MOTOR (AT THE CONNECTOR, NOT THE FUSE) PRIOR TO PROGRAMMING. When programming is complete, reconnect the blower motor. 12. 1997 VEHICLES REQUIRE REPROGRAMMING BE DONE USING A TECH 2. OBD II vehicle calibration size and complexity will require more memory than the Tech 1 has available. Tech 2 will be an essential tool in the first quarter of 1996 containing limited 1996 applications and updates. 13. STG HAS ISSUED BULLETINS (# 53-65-04 and # 53-65-05 - (SEE CHART EXCERPTED FROM 53-65-05 FOR USE AS A QUICK REFERENCE GUIDE), DEVELOPED QUICK REFERENCE GUIDES (P/N SPSCARD-1 AVAILABLE THROUGH YOUR LOCAL GM TRAINING CENTER), PRODUCED CPT VIDEOS (CPT # 56010.00-B), HAD PULSAT BROADCASTS, AND OFFERS GM TRAINING CENTER CLASSROOM COURSES. As you work through reprogramming, keep the above-mentioned material in mind as resources to assist you if difficulty is encountered. As always, the Techline Customer Support Center (1-800-828-6860 English, 1-800-503-3222 French) is always available to assist the technician with any situation. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Technical Service Bulletins > PROM - Powertrain Control Module Reprogramming > Page 3786 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Technical Service Bulletins > PROM - Powertrain Control Module Reprogramming > Page 3787 SPS/EEPROM Programming 1993 to current Reprogrammable Vehicles Note: If programming a new control module you must request info from the new control module first. Battery voltage should be checked and at full charge before reprogramming takes place. System to be programmed should NOT be connected to a battery charger. Incorrect voltage could cause programming and/or control module failure. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Technical Service Bulletins > Page 3788 PROM - Programmable Read Only Memory: Service Precautions A PROM is a sensitive electronic part and must be handled with care. If the connector terminals (pins) on the bottom of the PROM are exposed, avoid touching them. Pins can be broken easily, and the PROM can be damaged by static electric discharge. Follow these guidelines when replacing a PROM: ^ Disconnect the battery ground cable before removing a PROM. Reconnect the cable after the new PROM is installed. ^ DO NOT try to remove a PROM from its plastic PROM carrier. ^ Note the direction in which the original PROM and its carrier were installed in the ECM, and install the replacement PROM in the same direction. Most PROM's are marked with a notch at one end for orientation. Many PROM's can be installed in a reversed direction, which will destroy the PROM when power is applied. CAUTION: A PROM can be damaged by static electric discharge. Avoid damage as follows: ^ DO NOT remove a PROM from its packing material until you are ready to install it. DO NOT hold a PROM by its pins. ^ Before entering a vehicle to remove or replace a PROM, touch an exposed metal part of the vehicle to discharge any static charge from your body or use anti-static wrist straps. ^ Avoid sliding across upholstery or carpeting when removing or installing a PROM. If this is not possible, touch an exposed metal part of the vehicle with your free hand before removing a PROM or installing a new one in its socket in the ECM. ^ When available, use an antistatic grounding strap attached to your wrist and clipped to a metal part of the vehicle body to prevent static charges from accumulating. Antistatic, conductive floormats are also available. ^ For some vehicles, it may be desirable to remove the ECM when replacing the PROM. ^ NOTE: See POWERTRAIN MANAGEMENT / SERVICE PRECAUTIONS / VEHICLE DAMAGE WARNINGS / ELECTRICAL PRECAUTIONS Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Application and ID > Introducing the GM PROM Cross Reference Index PROM - Programmable Read Only Memory: Application and ID Introducing the GM PROM Cross Reference Index This PROM cross reference index provides tables that let you use a PROM identification (ID) code to identify the PROM installed in the engine control module (ECM) on most GM vehicles. The code can be either - or both - the internal "scan ID" code or the external PROM code. From the PROM identification, you can find the part number of the PROM and trace the PROM history to determine if any revised PROM's have been issued to supersede the one in the vehicle. The PROM history for a specific vehicle lists a succession of superseding PROM's ending with the most recent PROM released as a service part for the vehicle. PROM's that were released as service parts and explained in a technical service bulletin (TSB) are listed with a description of why the PROM was issued. In most cases, the applicable TSB also is referenced. This index lists ECM PROM's for the 1980-95 vehicles. It does not contain ID codes and part numbers for all PROM's used in all GM vehicles. NOTE: GM flash PROM's (EEPROM's) can only be updated at GM Dealerships with factory-supplied equipment. These cars will not display a PROM ID. By following the steps outlined below, you can use the PROM index to determine if the problem you are diagnosing can possibly be corrected by installing a revised PROM. The PROM index tables are organized by model year, engine displacement, and engine code (the eighth digit of the Vehicle Identification Number). The table columns are arranged as shown below: Example of Table Column Arrangement SCAN PROM PROM PART SUPERSEDING TSB REFERENCE ID CODE (BCC) NUMBER ID PART NUMBER NUMBER (1) (2) (3) (4) (5) .............................................................................................................................................................. ........................................................................ 9461 8958 AMU 16058955R 8290 01228290 86194 Column 1, SCAN ID: The scan ID is the internal PROM identification number transmitted on the ECM data stream and displayed by the scanner as PROM ID. The PROM records for each year and engine are listed numerically by this scan ID. Column 2, PROM CODE: These are the numbers and letters marked on the top of the PROM itself. The numbers are often referred to as the "external PROM ID." The letters are often called the "broadcast code." Together they are the external PROM code. Column 3, PROM P/N: This is the GM part number for the PROM identified by the codes in columns 1 and 2. Column 4, SUPERSEDING ID PROM PART NUMBER: Use the superseding scan ID to locate the newer PROM in the table. If the scan ID for the superseding PROM is not known, the PROM broadcast code is listed here. If the PROM is superseded by a newer PROM, that part number is listed here. Column 5, TSB REFERENCE NUMBER The TSB NUMBER column identifies the original TSB that released this PROM for service. Whenever possible you should refer to the TSB for additional information before changing a PROM. The bulletin may list other parts that must be installed when the PROM is changed, or it may provide additional troubleshooting information. To find a TSB, see Reading Technical Service Bulletins. See: Reading Technical Service Bulletins This will display all the TSB's for that particular vehicle. EXPANDED FOOTNOTES Here you will find SUPERSEDING SCAN ID, PROM PART NUMBERS, symptoms and additional parts that need to be replaced when servicing the PROM. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Application and ID > Introducing the GM PROM Cross Reference Index > Page 3791 PROM - Programmable Read Only Memory: Application and ID Introducing the GM PROM Cross Reference Index This PROM cross reference index provides tables that let you use a PROM identification (ID) code to identify the PROM installed in the engine control module (ECM) on most GM vehicles. The code can be either - or both - the internal "scan ID" code or the external PROM code. From the PROM identification, you can find the part number of the PROM and trace the PROM history to determine if any revised PROM's have been issued to supersede the one in the vehicle. The PROM history for a specific vehicle lists a succession of superseding PROM's ending with the most recent PROM released as a service part for the vehicle. PROM's that were released as service parts and explained in a technical service bulletin (TSB) are listed with a description of why the PROM was issued. In most cases, the applicable TSB also is referenced. This index lists ECM PROM's for the 1980-95 vehicles. It does not contain ID codes and part numbers for all PROM's used in all GM vehicles. NOTE: GM flash PROM's (EEPROM's) can only be updated at GM Dealerships with factory-supplied equipment. These cars will not display a PROM ID. By following the steps outlined below, you can use the PROM index to determine if the problem you are diagnosing can possibly be corrected by installing a revised PROM. The PROM index tables are organized by model year, engine displacement, and engine code (the eighth digit of the Vehicle Identification Number). The table columns are arranged as shown below: Example of Table Column Arrangement SCAN PROM PROM PART SUPERSEDING TSB REFERENCE ID CODE (BCC) NUMBER ID PART NUMBER NUMBER (1) (2) (3) (4) (5) .............................................................................................................................................................. ........................................................................ 9461 8958 AMU 16058955R 8290 01228290 86194 Column 1, SCAN ID: The scan ID is the internal PROM identification number transmitted on the ECM data stream and displayed by the scanner as PROM ID. The PROM records for each year and engine are listed numerically by this scan ID. Column 2, PROM CODE: These are the numbers and letters marked on the top of the PROM itself. The numbers are often referred to as the "external PROM ID." The letters are often called the "broadcast code." Together they are the external PROM code. Column 3, PROM P/N: This is the GM part number for the PROM identified by the codes in columns 1 and 2. Column 4, SUPERSEDING ID PROM PART NUMBER: Use the superseding scan ID to locate the newer PROM in the table. If the scan ID for the superseding PROM is not known, the PROM broadcast code is listed here. If the PROM is superseded by a newer PROM, that part number is listed here. Column 5, TSB REFERENCE NUMBER The TSB NUMBER column identifies the original TSB that released this PROM for service. Whenever possible you should refer to the TSB for additional information before changing a PROM. The bulletin may list other parts that must be installed when the PROM is changed, or it may provide additional troubleshooting information. To find a TSB, see Reading Technical Service Bulletins. See: Reading Technical Service Bulletins This will display all the TSB's for that particular vehicle. EXPANDED FOOTNOTES Here you will find SUPERSEDING SCAN ID, PROM PART NUMBERS, symptoms and additional parts that need to be replaced when servicing the PROM. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Application and ID > Introducing the GM PROM Cross Reference Index > Page 3792 PROM - Programmable Read Only Memory: Application and ID Additional PROM Information New ECM PROMs for GM vehicles may be released for service at any time. The information in this system is accurate to the best of the publisher's knowledge and the publication date of the disk. Before ordering a PROM, consult with a GM parts and service dealer to verify the latest part number information. Scanner PROM ID information for earlier-model vehicles (1980-83) is less complete than for later models. To accurately identify PROM's in earlier vehicles, it may be necessary to check the external PROM code marked on the PROM. General Motors has often recommended that dealership technicians check the PROM history of a vehicle and install the most recent PROM revision before performing other diagnostic operations. Each succeeding PROM revision for a specific vehicle includes all previous revisions. Therefore, whenever you consider changing a PROM, review the entire PROM history to see if any revision covered the current driveability problem. Installing the most recent PROM revision may be impractical however for an independent service facility, particularly if the latest PROM revision does not address the specific driveability problem of the vehicle. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Application and ID > Introducing the GM PROM Cross Reference Index > Page 3793 PROM - Programmable Read Only Memory: Application and ID Additional PROM Information New ECM PROMs for GM vehicles may be released for service at any time. The information in this system is accurate to the best of the publisher's knowledge and the publication date of the disk. Before ordering a PROM, consult with a GM parts and service dealer to verify the latest part number information. Scanner PROM ID information for earlier-model vehicles (1980-83) is less complete than for later models. To accurately identify PROM's in earlier vehicles, it may be necessary to check the external PROM code marked on the PROM. General Motors has often recommended that dealership technicians check the PROM history of a vehicle and install the most recent PROM revision before performing other diagnostic operations. Each succeeding PROM revision for a specific vehicle includes all previous revisions. Therefore, whenever you consider changing a PROM, review the entire PROM history to see if any revision covered the current driveability problem. Installing the most recent PROM revision may be impractical however for an independent service facility, particularly if the latest PROM revision does not address the specific driveability problem of the vehicle. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Application and ID > Introducing the GM PROM Cross Reference Index > Page 3794 PROM - Programmable Read Only Memory: Application and ID PROM/MEMCAL Identification Marks File In Section: 6E - Engine Fuel & Emission Bulletin No.: 44-65-01 Date: October, 1994 Subject: New PROM/MEMCAL Identification Markings Models: 1995 and Prior Passenger Cars and Trucks Note: For the purposes of this document, the terms PROM and MEMCAL will be used interchangeably. To simplify identification of service PROMs. a new external marking format will be implemented. Parts manufactured after Sept. 1994 will feature these new markings. This change will place the full 8-digit service part number on the PROM, in place of the old 4-digit "EXTERNAL ID" number. In the past, parts and service personnel could not identify a PROM without using a cross-reference table that matched external IDs and service numbers. In the future, the cross-reference table will not be required for PROMs; parts will be ordered directly from the number appearing on the PROM. However, the label will retain the broadcast code alpha characters to allow continued use of cross-reference charts, if so desired. Old Marking Format: New Marking Format: ^ Ordering the above PROM from the old marking format would require using a cross-reference chart to determine a service part number, based on the BROAD CAST CODE and EXTERNAL ID NUMBERS. ^ To order from the new format, simply combine the 2nd and 3rd lines to form an 8-digit part number that can be directly ordered from SPO (number 16134624 in the above example). As these changes are phased into the parts inventory, it should be noted that dealers will continue to see parts with both formats for some time in the future. This is because: ^ Millions of vehicles have already been built with the old format. ^ SPO has existing stock of MEMCALs and PROMs with the old format. ^ PROMS with 7-digit part numbers (representing less than 10% of current part numbers) will continue to use the old format. The 7-digit part numbers are easily identified because they always begin with "122xxxx". Due to manufacturing processes, more than one 8-digit part number may appear on a MEMCAL. In this event, service personnel should use the label on the exterior cover of the MEMCAL assembly. To avoid confusion, only the service label will include the BROAD CAST CODE, consisting of letter characters (I.E., ARCL). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Application and ID > Introducing the GM PROM Cross Reference Index > Page 3795 CHANGES TO MEMCAL/PROM LABELING FORMATS ^ MEMCALs may use either INK-JET or ADHESIVE labels, as shown. ^ PROMs will always use ADHESIVE labels with the same format as shown for MEMCALs. These changes will become effective on parts manufactured after 10/94. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Application and ID > Introducing the GM PROM Cross Reference Index > Page 3796 PROM - Programmable Read Only Memory: Application and ID PROM/MEMCAL Identification Marks File In Section: 6E - Engine Fuel & Emission Bulletin No.: 44-65-01 Date: October, 1994 Subject: New PROM/MEMCAL Identification Markings Models: 1995 and Prior Passenger Cars and Trucks Note: For the purposes of this document, the terms PROM and MEMCAL will be used interchangeably. To simplify identification of service PROMs. a new external marking format will be implemented. Parts manufactured after Sept. 1994 will feature these new markings. This change will place the full 8-digit service part number on the PROM, in place of the old 4-digit "EXTERNAL ID" number. In the past, parts and service personnel could not identify a PROM without using a cross-reference table that matched external IDs and service numbers. In the future, the cross-reference table will not be required for PROMs; parts will be ordered directly from the number appearing on the PROM. However, the label will retain the broadcast code alpha characters to allow continued use of cross-reference charts, if so desired. Old Marking Format: New Marking Format: ^ Ordering the above PROM from the old marking format would require using a cross-reference chart to determine a service part number, based on the BROAD CAST CODE and EXTERNAL ID NUMBERS. ^ To order from the new format, simply combine the 2nd and 3rd lines to form an 8-digit part number that can be directly ordered from SPO (number 16134624 in the above example). As these changes are phased into the parts inventory, it should be noted that dealers will continue to see parts with both formats for some time in the future. This is because: ^ Millions of vehicles have already been built with the old format. ^ SPO has existing stock of MEMCALs and PROMs with the old format. ^ PROMS with 7-digit part numbers (representing less than 10% of current part numbers) will continue to use the old format. The 7-digit part numbers are easily identified because they always begin with "122xxxx". Due to manufacturing processes, more than one 8-digit part number may appear on a MEMCAL. In this event, service personnel should use the label on the exterior cover of the MEMCAL assembly. To avoid confusion, only the service label will include the BROAD CAST CODE, consisting of letter characters (I.E., ARCL). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Application and ID > Introducing the GM PROM Cross Reference Index > Page 3797 CHANGES TO MEMCAL/PROM LABELING FORMATS ^ MEMCALs may use either INK-JET or ADHESIVE labels, as shown. ^ PROMs will always use ADHESIVE labels with the same format as shown for MEMCALs. These changes will become effective on parts manufactured after 10/94. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Application and ID > Introducing the GM PROM Cross Reference Index > Page 3798 PROM - Programmable Read Only Memory: Application and ID Reading Technical Service Bulletins Always read any Technical Service Bulletins (TSB's) referenced before replacing a PROM. Service bulletins list parts that must be installed when a PROM is changed, and provide information on trouble codes, troubleshooting and driveability problems for which the PROM was released. To find applicable TSB's: Complete TSB Listing 1. Hold down right mouse button and select "Vehicle" in the "Pull Right Menu". 2. Select the TSB ICON. 3. Select "All Technical Service Bulletins by Number, Date, and Title". 4. Select "Sort by Number", "Sort by Date", or "Sort by Title". 5. Scroll up or down to find the desired TSB. PROM TSB Listing Only 1. Hold down right mouse button and select "Technical Service Bulletins" in the "Pull Right Menu". 2. Select "All Technical Service Bulletins for PROM - Programmable Read Only Memory". 3. Select "Sort by Number", "Sort by Date", or "Sort by Title". 4. Scroll up or down to find the desired TSB. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Application and ID > Introducing the GM PROM Cross Reference Index > Page 3799 PROM - Programmable Read Only Memory: Application and ID Reading Technical Service Bulletins Always read any Technical Service Bulletins (TSB's) referenced before replacing a PROM. Service bulletins list parts that must be installed when a PROM is changed, and provide information on trouble codes, troubleshooting and driveability problems for which the PROM was released. To find applicable TSB's: Complete TSB Listing 1. Hold down right mouse button and select "Vehicle" in the "Pull Right Menu". 2. Select the TSB ICON. 3. Select "All Technical Service Bulletins by Number, Date, and Title". 4. Select "Sort by Number", "Sort by Date", or "Sort by Title". 5. Scroll up or down to find the desired TSB. PROM TSB Listing Only 1. Hold down right mouse button and select "Technical Service Bulletins" in the "Pull Right Menu". 2. Select "All Technical Service Bulletins for PROM - Programmable Read Only Memory". 3. Select "Sort by Number", "Sort by Date", or "Sort by Title". 4. Scroll up or down to find the desired TSB. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Application and ID > Expanded Footnotes > Footnotes 1 Thru 50 PROM - Programmable Read Only Memory: Application and ID Footnotes 1 Thru 50 [1] Also needs EGR P/N 1706739. [2] Also requires EGR P/N 17111295. [3] Requires Throttle Body service P/N 17067142, EGR valve service P/N 17067111, Injector service kit P/N 17067976. [4] Requires Throttle Body service P/N 17067142, EGR valve service P/N 17067107, Injector service kit P/N 17067976. [5] Requires Throttle Body service P/N 17067144, EGR valve service P/N 17067110, Injector service kit P/N 17067976. [6] PROM I.D. 7080 KJ is also acceptable for PROM I.D. 5853 KJ only. Requires Throttle Body service P/N 17067144, EGR valve service P/N 17067108 (FED), 17067144 (CAL), Injector service kit P/N 17067976. [7] Required Throttle Body service P/N 17067142, EGR valve service P/N 17067107 (FED), 17068210 (CAL), Injector service kit P/N 17067976. [8] Requires Throttle Body service P/N 17068019, EGR valve service P/N 17067109, Injector service kit P/N 17067976. [9] For Federal - Use 01226047 (PROM CODE 7654 BKW). For California - Use 01226049 (PROM CODE 7665 BKY). [10] For Federal - Use 01226054. For California - Use 01226056 [11] For Federal - Use 01226055. For California - Use 01226057. [12] For Federal - Use 01226046 (PROM CODE 7648 BKU). For California - Use 01226049 (PROM CODE 7665 BKY). [13] For federal - Use 01226046 (PROM CODE 7648 BKU). For California - Use 01226048 (PROM CODE 7659 BKX). [14] ECM may have been replaced by service ECM P/N 16019710 (1225500). [15] ECM may also be 16018161. ECM may also have been replaced by service ECM P/N 16018000 (1225330). [16] ECM may also be 16018201. ECM may also have been replaced by service ECM P/N 16018000 (1225330). [17] ECM may also be 16018211. ECM may have been replaced by service ECM P/N 16018000 (1225330). [18] ECM may also be 16023761. ECM may have been replaced by service ECM P/N 16018000 (1225330). [19] ECM may also be 16018101. ECM may have been replaced by service ECM P/N 16018000 (1225330). [20] For 2-board ECM only. [21] May need EGR valve P/N 17079563. Original equipment P/N 16029014. [22] Original equipment PROM P/N 16017094, now 16025254 [23] Original equipment PROM P/N 16017224, now 16025264. [24] Also needs EGR valve P/N 17079013. Original equipment PROM P/N 16030034 (PROM ID: BOH). [25] Requires kit P/N 25522748 containing: Wiring harness jumper P/N 12043500, Relay P/N 25522747, Foam P/N 25522723, EGR P/N 17079799. [26] Needs EGR valve P/N 17079818. [27] For (MY7) - Use 01226473 (SCAN I.D. = 3941). For (M19) - Use 01226474 (SCAN I.D. = 3951). [28] For (MY7) or (M19, C60) - Use 01226473 (SCAN I.D. = 3941). For (M19) - Use 01226474 (SCAN I.D. = 3951). [29] ECM may also be 16023561(M5), or 16033061(M4 with A/C). [30] For F62 axle - Use 01226441 (SCAN I.D. = 3622). For F17 axle - Use 01226439 (SCAN I.D. = 3332). [31] For one_board ECM only. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Application and ID > Expanded Footnotes > Footnotes 1 Thru 50 > Page 3802 [32] Requires Thermac Sensor P/N 8997916. [33] For Federal - Use 01227729 (SCAN I.D. = 7729). For California - Use 01227728 (SCAN I.D. = 7728). [34] Use 01227629 (SCAN I.D. = 7629) only to resolve surge or chuggle. [35] Use 01227381 (SCAN I.D. = 7381) only to resolve chuggle. [36] Use 01227386 (SCAN I.D. = 7386) only to resolve chuggle. [37] Retrofit PROM - Does not supersede the regular replacement service PROM. To be used only as required to resolve cases of chuggle. [38] Retrofit PROM - Supersedes all previous service PROM part numbers. To be used as both the regular service replacement (PROM-damaged or defective), and to resolve cases of chuggle. [39] Retrofit PROM - Supersedes all previous service PROM part numbers. To be used as both the regular service replacement (PROM-damaged or defective), and to resolve cases of chuggle, detonation, or flatness. [40] Retrofit PROM - Does not supersede the regular replacement service PROMS. To be used only as required to resolve cases of chuggle, detonation, or flatness. [41] Need EGR valve P/N 17111577 (Federal only). [42] For use with P215/65 tires - use 01228290 (SCAN I.D. = 8290). For use with P235/60, P245/50 tires - use 01228291 (SCAN I.D. = 8291). [43] For use with P215/65 tires - use 01228292 (SCAN I.D. - 8292). For use with P235/60, P245/50 tires - use 01228293 (SCAN I.D. = 8293). [44] Use 16143570 (SCAN I.D. = 3531) for hot hard restart (Requires Fuel Pump P/N 25115764, Fuel Sender P/N 25093526). Use 16143459 (SCAN I.D. = 3571) for Code 42, Spark Knock, High Idle. [45] Use 16143455 (SCAN I.D. = 3511) for hot hard restart (Requires Fuel Pump P/N 25115764, Fuel Sender P/N 25093526). Use 16143453 (SCAN I.D. = 3501) for Code 42, Spark Knock, High Idle. [46] Use 16143575 (SCAN I.D. = 3541) for hot hard restart (Requires Fuel Pump P/N 25115764). Use 16143460 (SCAN I.D. = 3581) for Code 42, Spark Knock, High Idle. [47] Use 16143580 (SCAN I.D. = 3551) for hot hard restart (Requires Fuel Pump P/N 25115764). Use 16143462 (SCAN I.D. = 3591) for Code 42, Spark Knock, High Idle. [48] Use 16143457 (SCAN I.D. = 3521) for hot hard restart (Requires Fuel Pump P/N 25115925, Fuel Sender P/N 25092778). Use 16143466 (SCAN I.D. = 3481) for Code 42, Spark Knock, High Idle. [49] Use 16143452 (SCAN I.D. = 3491) for hot hard restart (Requires Fuel Pump P/N 25115925, Fuel Sender P/N 25092778). Use 16143463 (SCAN I.D. = 3451) for Code 42, Spark Knock, High Idle. [50] Needs air injection service kit (P/N 10115773) and new vehicle emission control label. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Application and ID > Expanded Footnotes > Footnotes 1 Thru 50 > Page 3803 PROM - Programmable Read Only Memory: Application and ID Footnotes 51 Thru 100 [51] Must be ordered with service kit P/N 10115773. [52] With this PROM installed, use 1987-88 2.8L speed density engine driveability and emissions manual. [53] PROM update eliminates MAF sensor, replacing it with a speed density system. With a 1990 or earlier primary cartridge, I.D. vehicle on scanner as a 1989 model (VIN = K-1-W). [54] For 2WD use 16120099 (SCAN I.D. = 9941). For 4WD use 16120109 (SCAN I.D. = 9901). [55] For 2.73 (GU2) Axle use 16120077 (SCAN I.D. = 9891). For 3.08 (GU4) Axle use 16120082 (SCAN I.D. = 9901). For 3.42 (GU6) and 3.73 (GT4) Axles use 16120086 (SCAN I.D. = 9911). [56] For 2WD use 16120042 (SCAN I.D. = 9991). For 4WD use 16120129 (SCAN I.D. = 0011). [57] Needs accelerator pump check ball spring P/N 17069583. [58] For false Code 44 on long coast down, use retrofit service PROM 01228486 AAND 1050. For regular service replacement, use PROM 16062797 AAND 2798. [59] For false Code 44 on long coast down, use retrofit service PROM 01228487 AANF 1052. For regular service replacement, use PROM 16062801 AANF 2802. [60] USE 16143545 (SCAN I.D. = 3461) For hot hard restart (Requires Fuel Pump P/N 25115764, Fuel Sender P/N 25093744). Use 16143465 (SCAN I.D. = 3471) for Code 42, Spark Knock, High Idle. [61] With this PROM installed, use 1987-88 2.8L speed density engine driveability and emissions manual. [62] For use with model C1 Trucks - Use 16121162 (SCAN I.D. = 3511). For use with model C2, K, K2, AND K1000 Trucks - use 16121166 (SCAN I.D. = 3521). [63] Also requires installation of new EGR valve package P/N 17112238 (Contains EGR valve P/N 17090078 and a gasket). [64] Use 16181863 (SCAN I.D. = 0844) for cold start stall. Use 16181859 (SCAN I.D. = 0834) only if required to solve both cold start stall and chuggle. [65] Use 16181871 (SCAN I.D. = 0864) for cold start stall. Use 16181867 (SCAN I.D. = 0854) only if required to solve both cold start stall and chuggle. [66] Use 16165848 (SCAN I.D. = 5614) for cold start stall. Use 16165843 (SCAN I.D. = 5624) only if required to solve both cold start stall and chuggle. [67] Do not rely on the scanner ID to determine which PROM is in a vehicle. Look at the BCC on the PROM to be sure. Do not confuse with some 1991 models with a 2.84 axle ratio and a Federal emissions pkg which used scanner ID 5644 but had a BCC of AWJD. [68] This PROM may have a negative impact on fuel economy. [69] Cannot be used on vehicles that do not have digital EGR valves. [70] Use 16165839 (SCAN I.D. = 5634) for cold start stall. Use 16165829 (SCAN I.D. = 5644) only if required to solve both cold start stall and chuggle. [71] Use 16181883 (SCAN I.D. = 0894) for cold start stall. Use 16181875 (SCAN I.D. = 0874) only if required to solve both cold start stall and chuggle. [72] Use 16181887 (SCAN I.D. = 0904) for cold start stall. Use 16181879 (SCAN I.D. = 0884) only if required to solve both cold start stall and chuggle. [73] This PROM may have a negative impact on fuel economy. [74] PROM can only be used with ECM P/N 16144288. [75] Make certain the vehicle has been updated with previously attempted service fixes as follows: EGR valve P/N 17090156 (stamped on valve) 17112373 (GMSPO kit), PCV valve P/N 25098542, ESC module P/N 16175099 (BCC=BARC). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Application and ID > Expanded Footnotes > Footnotes 1 Thru 50 > Page 3804 [76] For vehicles with sleeve bearing engines. [77] Combination detonation and neutral gear rattle PROM available. [78] Needs ESC P/N 16175099. [79] Model 2DDM Transmissions - Check dealer records to see if the torque converter has already been replaced with P/N 8650935 (Tagged BCC: DGAF). Trans. with torque converters with P/N 8656959 (Tagged BCC: DG5F) need to replace it with P/N 8650935. [80] For dedicated natural gas vehicles. Order with kit P/N 12545589 unless the only problem is idle fluctuation. [81] For chuggle at 40-45 condition, use PROM only. For tip-in hesitation only, use EGR valve only - P/N 17078431. For cold driveability hesitation, use both PROM and EGR. [82] Requires supplementary tune-up label, spark bypass relay kit P/N 14086983, spark plugs P/N 5614009, sun visor starting label P/N 14085150. Also, remove and discard fuse labeled "crank" from fuse BLK #2 position (3 Amp. Fuse). [83] Manual transmission cars should also be updated with the clutch anticipate switch per dealer service bulletin number. 91-472-7C. [84] Cold driveability, use with PROM 0051 AAF (G057). REQUIRES THROTTLE BODY SERVICE P/N 17067142, EGR VALVE SERVICE P/N 17067111, INJECTOR SERVICE KIT P/N 17067976. [85] Cold driveability, use with PROM 0050 AAF (G057). REQUIRES THROTTLE BODY SERVICE P/N 17067142, EGR VALVE SERVICE P/N 17067111, INJECTOR SERVICE KIT P/N 17067976. [86] Exhaust noise (requires catalytic converter), cold driveability, use with PROM 5884 BH (G057). REQUIRES THROTTLE BODY SERVICE P/N 17068019, EGR VALVE SERVICE P/N 17067109, INJECTOR SERVICE KIT P/N 17067976. [87] Exhaust noise (requires catalytic converter), cold driveability, use with PROM 5869 BH (G057). REQUIRES THROTTLE BODY SERVICE P/N 17068019, EGR VALVE SERVICE P/N 17067109, INJECTOR SERVICE KIT P/N 17067976. [88] Exhaust noise (requires catalytic converter), cold driveability, use with PROM 5779 KB (G057). REQUIRES THROTTLE BODY SERVICE P/N 17067144, EGR VALVE SERVICE P/N 17067110, INJECTOR SERVICE KIT P/N 17067976. [89] Exhaust noise (requires catalytic converter), cold driveability, use with PROM 5778 KB (G057). REQUIRES THROTTLE BODY SERVICE P/N 17067144, EGR VALVE SERVICE P/N 17067110, INJECTOR SERVICE KIT P/N 17067976. [90] Cold driveability, use with PROM 5854 KJ (G057). PROM I.D. 7080 KJ IS ALSO ACCEPTABLE FOR PROM I.D. 5853 KJ ONLY. REQUIRES THROTTLE BODY SERVICE P/N 17067144, EGR VALVE SERVICE P/N 17067108 (FED), 17067144 (CAL), INJECTOR SERVICE KIT P/N 17067976. [91] Cold driveability, use with PROM 5853 KJ (G057). PROM I.D. 7080 KJ IS ALSO ACCEPTABLE FOR PROM I.D. 5853 KJ ONLY. REQUIRES THROTTLE BODY SERVICE P/N 17067144, EGR VALVE SERVICE P/N 17067108 (FED), 17067144 (CAL), INJECTOR SERVICE KIT P/N 17067976. [92] Cold driveability, use with PROM 5861 KK (G057). REQUIRED THROTTLE BODY SERVICE P/N 17067142, EGR VALVE SERVICE P/N 17067107 (FED), 17068210 (CAL), INJECTOR SERVICE KIT P/N 17067976. [93] Cold driveability, use with PROM 5860 KK (G057). REQUIRED THROTTLE BODY SERVICE P/N 17067142, EGR VALVE SERVICE P/N 17067107 (FED), 17068210 (CAL), INJECTOR SERVICE KIT P/N 17067976. [94] Exhaust noise (requires catalytic converter), cold driveability, use with PROM 5786 LW (G057). REQUIRES THROTTLE BODY SERVICE P/N 17067142, EGR VALVE SERVICE P/N 17067107, INJECTOR SERVICE KIT P/N 17067976. [95] Exhaust noise (requires catalytic converter), cold driveability, use with PROM 5785 LW (G057). REQUIRES THROTTLE BODY SERVICE P/N 17067142, EGR VALVE SERVICE P/N 17067107, INJECTOR SERVICE KIT P/N 17067976. [96] Cold driveability, use with PROM 7088 LY (G057). REQUIRES THROTTLE BODY SERVICE P/N 17067142, EGR VALVE SERVICE P/N 17067111, INJECTOR SERVICE KIT P/N 17067976. [97] Cold driveability, use with PROM 7087 LY (G057). REQUIRES THROTTLE BODY SERVICE P/N 17067142, EGR VALVE SERVICE P/N 17067111, INJECTOR SERVICE KIT P/N 17067976. [98] Chuggle at 40-45 mph, cold driveability hesitation. FOR CHUGGLE AT 40-45 CONDITION, USE PROM ONLY. FOR TIP-IN HESITATION ONLY, USE EGR VALVE ONLY - P/N 17078431. FOR COLD DRIVEABILITY HESITATION, USE BOTH PROM AND EGR. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Application and ID > Expanded Footnotes > Footnotes 1 Thru 50 > Page 3805 [99] Driveability correction for heavy chuggle. REQUIRES KIT P/N 25522748 CONTAINING: WIRING HARNESS JUMPER P/N 12043500, RELAY P/N 25522747, FOAM P/N 25522723, EGR P/N 17079799. [100] Cold startability adjustment. REQUIRES SUPPLEMENTARY TUNE-UP LABEL, SPARK BYPASS RELAY KIT P/N 14086983, SPARK PLUGS P/N 5614009, SUN VISOR STARTING LABEL P/N 14085150. ALSO, REMOVE AND DISCARD FUSE LABELED "CRANK" FROM FUSE BLK #2 POSITION (3 AMP. FUSE). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Application and ID > Expanded Footnotes > Footnotes 1 Thru 50 > Page 3806 PROM - Programmable Read Only Memory: Application and ID Footnotes 101 Thru 150 [101] Driveability correction for heavy chuggle. REQUIRES KIT P/N 25522748 CONTAINING: WIRING HARNESS JUMPER P/N 12043500, RELAY P/N 25522747, FOAM P/N 25522723, EGR P/N 17079799. [102] Cold startability adjustment. REQUIRES SUPPLEMENTARY TUNE-UP LABEL, SPARK BYPASS RELAY KIT P/N 14086983, SPARK PLUGS P/N 5614009, SUN VISOR STARTING LABEL P/N 14085150. ALSO, REMOVE AND DISCARD FUSE LABELED "CRANK" FROM FUSE BLK #2 POSITION (3 AMP. FUSE). [103] Cold startability adjustment. REQUIRES SUPPLEMENTARY TUNE-UP LABEL, SPARK BYPASS RELAY KIT P/N 14086983, SPARK PLUGS P/N 5614009, SUN VISOR STARTING LABEL P/N 14085150. ALSO, REMOVE AND DISCARD FUSE LABELED "CRANK" FROM FUSE BLK #2 POSITION (3 AMP. FUSE). [104] Cold startability adjustment. REQUIRES SUPPLEMENTARY TUNE-UP LABEL, SPARK BYPASS RELAY KIT P/N 14086983, SPARK PLUGS P/N 5614009, SUN VISOR STARTING LABEL P/N 14085150. ALSO, REMOVE AND DISCARD FUSE LABELED "CRANK" FROM FUSE BLK #2 POSITION (3 AMP. FUSE). [105] Surge. RETROFIT PROM - DOES NOT SUPERSEDE THE REGULAR REPLACEMENT SERVICE PROM. TO BE USED ONLY AS REQUIRED TO RESOLVE CASES OF CHUGGLE. [106] Surge and CODE 51. RETROFIT PROM - SUPERSEDES ALL PREVIOUS SERVICE PROM PART NUMBERS. TO BE USED AS BOTH THE REGULAR SERVICE REPLACEMENT (PROM-DAMAGED OR DEFECTIVE), AND TO RESOLVE CASES OF CHUGGLE. [107] Surge and CODE 51. RETROFIT PROM - SUPERSEDES ALL PREVIOUS SERVICE PROM PART NUMBERS. TO BE USED AS BOTH THE REGULAR SERVICE REPLACEMENT (PROM-DAMAGED OR DEFECTIVE), AND TO RESOLVE CASES OF CHUGGLE. [108] Surge and CODE 51. RETROFIT PROM - SUPERSEDES ALL PREVIOUS SERVICE PROM PART NUMBERS. TO BE USED AS BOTH THE REGULAR SERVICE REPLACEMENT (PROM-DAMAGED OR DEFECTIVE), AND TO RESOLVE CASES OF CHUGGLE. [109] Surge and CODE 51. RETROFIT PROM - SUPERSEDES ALL PREVIOUS SERVICE PROM PART NUMBERS. TO BE USED AS BOTH THE REGULAR SERVICE REPLACEMENT (PROM-DAMAGED OR DEFECTIVE), AND TO RESOLVE CASES OF CHUGGLE. [110] Surge. RETROFIT PROM - SUPERSEDES ALL PREVIOUS SERVICE PROM PART NUMBERS. TO BE USED AS BOTH THE REGULAR SERVICE REPLACEMENT (PROM-DAMAGED OR DEFECTIVE), AND TO RESOLVE CASES OF CHUGGLE. [111] Surge and CODE 51. RETROFIT PROM - SUPERSEDES ALL PREVIOUS SERVICE PROM PART NUMBERS. TO BE USED AS BOTH THE REGULAR SERVICE REPLACEMENT (PROM-DAMAGED OR DEFECTIVE), AND TO RESOLVE CASES OF CHUGGLE. [112] Surge and CODE 51. RETROFIT PROM - SUPERSEDES ALL PREVIOUS SERVICE PROM PART NUMBERS. TO BE USED AS BOTH THE REGULAR SERVICE REPLACEMENT (PROM-DAMAGED OR DEFECTIVE), AND TO RESOLVE CASES OF CHUGGLE, DETONATION, OR FLATNESS. [113] Surge and CODE 51. RETROFIT PROM - SUPERSEDES ALL PREVIOUS SERVICE PROM PART NUMBERS. TO BE USED AS BOTH THE REGULAR SERVICE REPLACEMENT (PROM-DAMAGED OR DEFECTIVE), AND TO RESOLVE CASES OF CHUGGLE, DETONATION, OR FLATNESS. [114] Surge, flatness or tip-in hesitation. RETROFIT PROM - DOES NOT SUPERSEDE THE REGULAR REPLACEMENT SERVICE PROMS. TO BE USED ONLY AS REQUIRED TO RESOLVE CASES OF CHUGGLE, DETONATION, OR FLATNESS. [115] FOR USE WITH P215/65 TIRES - USE 01228290 (SCAN I.D. = 8290). FOR USE WITH P235/60, P245/50 TIRES - USE 01228291 (SCAN I.D. = 8291). [116] FOR USE WITH P215/65 TIRES - USE 01228290 (SCAN I.D. = 8290). FOR USE WITH P235/60, P245/50 TIRES - USE 01228291 (SCAN I.D. = 8291). [117] Spark knock only. USE 16143570 (SCAN I.D. = 3531) FOR HOT HARD RESTART (REQUIRES FUEL PUMP P/N 25115764, FUEL SENDER P/N 25093526). USE 16143459 (SCAN I.D. = 3571) FOR CODE 42, SPARK KNOCK, HIGH IDLE. [118] Spark knock only. USE 16143455 (SCAN I.D. = 3511) FOR HOT HARD RESTART (REQUIRES FUEL PUMP P/N 25115764, FUEL SENDER P/N 25093526). USE 16143453 (SCAN I.D. = 3501) FOR CODE 42, SPARK KNOCK, HIGH IDLE. [119] Spark knock. USE 16143575 (SCAN I.D. = 3541) FOR HOT HARD RESTART (REQUIRES FUEL PUMP P/N 25115764). USE 16143460 (SCAN I.D. = 3581) FOR CODE 42, SPARK KNOCK, HIGH IDLE. [120] Detonation. USE 16143580 (SCAN I.D. = 3551) FOR HOT HARD RESTART (REQUIRES FUEL PUMP P/N 25115764). USE 16143462 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Application and ID > Expanded Footnotes > Footnotes 1 Thru 50 > Page 3807 (SCAN I.D. = 3591) FOR CODE 42, SPARK KNOCK, HIGH IDLE. [121] Stall, sags, hesitation. USE 16143575 (SCAN I.D. = 3541) FOR HOT HARD RESTART (REQUIRES FUEL PUMP P/N 25115764). USE 16143460 (SCAN I.D. = 3581) FOR CODE 42, SPARK KNOCK, HIGH IDLE. [122] USE 16143575 (SCAN I.D. = 3541) FOR HOT HARD RESTART (REQUIRES FUEL PUMP P/N 25115764). USE 16143460 (SCAN I.D. = 3581) FOR CODE 42, SPARK KNOCK, HIGH IDLE. [123] USE 16143570 (SCAN I.D. = 3531) FOR HOT HARD RESTART (REQUIRES FUEL PUMP P/N 25115764, FUEL SENDER P/N 25093526). USE 16143459 (SCAN I.D. = 3571) FOR CODE 42, SPARK KNOCK, HIGH IDLE. [124] USE 16143455 (SCAN I.D. = 3511) FOR HOT HARD RESTART (REQUIRES FUEL PUMP P/N 25115764, FUEL SENDER P/N 25093526). USE 16143453 (SCAN I.D. = 3501) FOR CODE 42, SPARK KNOCK, HIGH IDLE. [125] USE 16143457 (SCAN I.D. = 3521) FOR HOT HARD RESTART (REQUIRES FUEL PUMP P/N 25115925, FUEL SENDER P/N 25092778). USE 16143466 (SCAN I.D. = 3481) FOR CODE 42, SPARK KNOCK, HIGH IDLE. [126] USE 16143452 (SCAN I.D. = 3491) FOR HOT HARD RESTART (REQUIRES FUEL PUMP P/N 25115925, FUEL SENDER P/N 25092778). USE 16143463 (SCAN I.D. = 3451) FOR CODE 42, SPARK KNOCK, HIGH IDLE. [127] USE 16143457 (SCAN I.D. = 3521) FOR HOT HARD RESTART (REQUIRES FUEL PUMP P/N 25115925, FUEL SENDER P/N 25092778). USE 16143466 (SCAN I.D. = 3481) FOR CODE 42, SPARK KNOCK, HIGH IDLE. [128] USE 16143452 (SCAN I.D. = 3491) FOR HOT HARD RESTART (REQUIRES FUEL PUMP P/N 25115925, FUEL SENDER P/N 25092778). USE 16143463 (SCAN I.D. = 3451) FOR CODE 42, SPARK KNOCK, HIGH IDLE. [129] Engine stall and/or hesitation after cold start. NEEDS AIR INJECTION SERVICE KIT (P/N 10115773) AND NEW VEHICLE EMISSION CONTROL LABEL. [130] Engine stall and/or hesitation after cold start. NEEDS AIR INJECTION SERVICE KIT (P/N 10115773) AND NEW VEHICLE EMISSION CONTROL LABEL. [131] Driveability conditions and/or stored engine codes. WITH THIS PROM INSTALLED, USE 1987-88 2.8L SPEED DENSITY ENGINE DRIVEABILITY AND EMISSIONS MANUAL. [132] Cold stall and chuggle. DO NOT RELY ON THE SCANNER ID TO DETERMINE WHICH PROM IS IN A VEHICLE. LOOK AT THE BCC ON THE PROM TO BE SURE. DO NOT CONFUSE WITH SOME 1991 MODELS WITH A 2.84 AXLE RATIO AND A FEDERAL EMISSIONS PKG. WITH USED SCANNER ID 5644 BUT HAD A BCC OF AWJD. [133] Driveability conditions and/or stored engine codes. WITH THIS PROM INSTALLED, USE 1987-88 2.8L SPEED DENSITY ENGINE DRIVEABILITY AND EMISSIONS MANUAL. [134] Tip-in hesitation on acceleration; engine stall or sag on cold start; engine stall on deceleration; check engine light with CODES 23,25,33, or 34; or engine speed flare on clutch operation, with manual transmission equipped vehicle. WITH THIS PROM INSTALLED, USE 1987-88 2.8L SPEED DENSITY ENGINE DRIVEABILITY AND EMISSIONS MANUAL. [135] Tip-in hesitation on acceleration; engine stall or sag on cold start; engine stall on deceleration; check engine light with CODES 23,25,33, or 34; or engine speed flare on declutch operation with manual transmission equipped vehicle. WITH THIS PROM INSTALLED, USE 1987-88 2.8L SPEED DENSITY ENGINE DRIVEABILITY AND EMISSIONS MANUAL. [136] Driveability conditions, and/or CODES 23,25,33,34. PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [137] Driveability conditions, and/or CODES 23,25,33,34. PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [138] Driveability conditions, and/or CODES 23,25,33,34. PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [139] Driveability conditions, and/or CODES 23,25,33,34. PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Application and ID > Expanded Footnotes > Footnotes 1 Thru 50 > Page 3808 [140] Driveability conditions and/or stored engine codes. PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [141] Driveability conditions and/or stored engine codes. PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [142] Driveability conditions and/or stored engine codes. PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [143] Driveability conditions and/or stored engine codes. PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [144] Driveability conditions and/or stored engine codes. PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [145] Driveability conditions and/or stored engine codes. PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [146] PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [147] PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [148] PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [149] Tip-in hesitation on acceleration; engine stall or sag on cold start; engine stall on deceleration; check engine light with CODES 23,25,33, or 34; or engine speed flare on declutch operation with manual transmission equipped vehicle. PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [150] Tip-in hesitation on acceleration; engine stall or sag on cold start; engine stall on deceleration; check engine light with CODES 23,25,33, or 34; or engine speed flare on declutch operation with manual transmission equipped vehicle. PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Application and ID > Expanded Footnotes > Footnotes 1 Thru 50 > Page 3809 PROM - Programmable Read Only Memory: Application and ID Footnotes 151 Thru 200 [151] Driveability conditions and/or stored engine codes. PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [152] Driveability conditions and/or stored engine codes. PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [153] Driveability improvement and eliminate FALSE "Service Engine Soon" lights. FOR 2WD USE 16120099 (SCAN I.D. = 9941). FOR 4WD USE 16120109 (SCAN I.D. = 9901). [154] Driveability improvement and eliminate FALSE "Service Engine Soon" lights. FOR 2.73 (GU2) AXLE USE 16120077 (SCAN I.D. = 9891). FOR 3.08 (GU4) AXLE USE 16120082 (SCAN I.D. = 9901). FOR 3.42 (GU6) AND 3.73 (GT4) AXLES USE 16120086 (SCAN I.D. = 9911). [155] Driveability improvement and eliminate FALSE "Service Engine Soon" lights. FOR 2WD USE 16120042 (SCAN I.D. = 9991). FOR 4WD USE 16120129 (SCAN I.D. = 0011). [156] Prom calibration. FOR FALSE CODE 44 ON LONG COAST DOWN, USE RETROFIT SERVICE PROM 01228486 AAND 1050. FOR REGULAR SERVICE REPLACEMENT, USE PROM 16062797 AAND 2798. [157] FOR FALSE CODE 44 ON LONG COAST DOWN, USE RETROFIT SERVICE PROM 01228487 AANF 1052. FOR REGULAR SERVICE REPLACEMENT, USE PROM 16062801 AANF 2802. [158] Spark knock only. USE 16143570 (SCAN I.D. = 3531) FOR HOT HARD RESTART (REQUIRES FUEL PUMP P/N 25115764, FUEL SENDER P/N 25093526). USE 16143459 (SCAN I.D. = 3571) FOR CODE 42, SPARK KNOCK, HIGH IDLE. [159] Spark knock only. USE 16143455 (SCAN I.D. = 3511) FOR HOT HARD RESTART (REQUIRES FUEL PUMP P/N 25115764, FUEL SENDER P/N 25093526). USE 16143453 (SCAN I.D. = 3501) FOR CODE 42, SPARK KNOCK, HIGH IDLE. [160] Detonation. USE 16143580 (SCAN I.D. = 3551) FOR HOT HARD RESTART (REQUIRES FUEL PUMP P/N 25115764). USE 16143462 (SCAN I.D. = 3591) FOR CODE 42, SPARK KNOCK, HIGH IDLE. [161] USE 16143545 (SCAN I.D. = 3461) FOR HOT HARD RESTART (REQUIRES FUEL PUMP P/N 25115764, FUEL SENDER P/N 25093744). USE 16143465 (SCAN I.D. = 3471) FOR CODE 42, SPARK KNOCK, HIGH IDLE. [162] USE 16143570 (SCAN I.D. = 3531) FOR HOT HARD RESTART (REQUIRES FUEL PUMP P/N 25115764, FUEL SENDER P/N 25093526). USE 16143459 (SCAN I.D. = 3571) FOR CODE 42, SPARK KNOCK, HIGH IDLE. [163] USE 16143545 (SCAN I.D. = 3461) FOR HOT HARD RESTART (REQUIRES FUEL PUMP P/N 25115764, FUEL SENDER P/N 25093744). USE 16143465 (SCAN I.D. = 3471) FOR CODE 42, SPARK KNOCK, HIGH IDLE. [164] USE 16143570 (SCAN I.D. = 3531) FOR HOT HARD RESTART (REQUIRES FUEL PUMP P/N 25115764, FUEL SENDER P/N 25093526). USE 16143459 (SCAN I.D. = 3571) FOR CODE 42, SPARK KNOCK, HIGH IDLE. [165] USE 16143455 (SCAN I.D. = 3511) FOR HOT HARD RESTART (REQUIRES FUEL PUMP P/N 25115764, FUEL SENDER P/N 25093526). USE 16143453 (SCAN I.D. = 3501) FOR CODE 42, SPARK KNOCK, HIGH IDLE. [166] Hard start when hot and detonation. USE 16143457 (SCAN I.D. = 3521) FOR HOT HARD RESTART (REQUIRES FUEL PUMP P/N 25115925, FUEL SENDER P/N 25092778). USE 16143466 (SCAN I.D. = 3481) FOR CODE 42, SPARK KNOCK, HIGH IDLE. [167] Hard start when hot and detonation. USE 16143452 (SCAN I.D. = 3491) FOR HOT HARD RESTART (REQUIRES FUEL PUMP P/N 25115925, FUEL SENDER P/N 25092778). USE 16143463 (SCAN I.D. = 3451) FOR CODE 42, SPARK KNOCK, HIGH IDLE. [168] Engine stall and/or hesitation after cold start. NEEDS AIR INJECTION SERVICE KIT (P/N 10115773) AND NEW VEHICLE EMISSION CONTROL LABEL. [169] Cold stall and chuggle. DO NOT RELY ON THE SCANNER ID TO DETERMINE WHICH PROM IS IN A VEHICLE. LOOK AT THE BCC ON THE PROM TO BE SURE. DO NOT CONFUSE WITH SOME 1991 MODELS WITH A 2.84 AXLE RATIO AND A FEDERAL EMISSIONS PKG. WHICH USED SCANNER ID 5644 BUT HAD A BCC OF AWJD. [170] Engine stall and/or hesitation after cold start. NEEDS AIR INJECTION SERVICE KIT (P/N 10115773) AND NEW VEHICLE EMISSION CONTROL LABEL. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Application and ID > Expanded Footnotes > Footnotes 1 Thru 50 > Page 3810 [171] Engine stall and/or hesitation after cold start. MUST BE ORDERED WITH SERVICE KIT P/N 10115773. [172] Driveability conditions and/or stored engine codes. WITH THIS PROM INSTALLED, USE 1987-88 2.8L SPEED DENSITY ENGINE DRIVEABILITY AND EMISSIONS MANUAL. [173] Driveability conditions and/or stored engine codes. WITH THIS PROM INSTALLED, USE 1987-88 2.8L SPEED DENSITY ENGINE DRIVEABILITY AND EMISSIONS MANUAL. [174] Driveability conditions, and/or CODES 23,25,33,34. PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [175] Driveability conditions, and/or CODES 23,25,33,34. PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [176] Driveability conditions, and/or CODES 23,25,33,34. PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [177] Driveability conditions, and/or CODES 23,25,33,34. PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [178] Driveability conditions, and/or CODES 23,25,33,34. PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [179] Driveability conditions, and/or CODES 23,25,33,34. PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [180] Driveability conditions and/or stored engine codes. PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [181] Driveability conditions and/or stored engine codes. PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [182] Driveability conditions and/or stored engine codes. PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [183] Driveability conditions and/or stored engine codes. PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [184] Driveability conditions and/or stored engine codes. PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [185] Driveability conditions and/or stored engine codes. PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [186] Driveability conditions and/or stored engine codes. PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [187] Driveability conditions and/or stored engine codes. PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [188] Driveability conditions, and/or CODES 23,25,33,34. PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Application and ID > Expanded Footnotes > Footnotes 1 Thru 50 > Page 3811 DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [189] Driveability conditions and/or stored engine codes. PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [190] Driveability conditions and/or stored engine codes. PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [191] Information on PROM calibrations. PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [192] Information on PROM calibrations. PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [193] Driveability conditions and/or stored engine codes. PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [194] Driveability conditions and/or stored engine codes. PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [195] FOR USE WITH MODEL C1 TRUCKS - USE 16121162 (SCAN I.D. = 3511). FOR USE WITH MODEL C2, K, K2, AND K1000 TRUCKS USE 16121166 (SCAN I.D. = 3521). [196] Engine surge. ALSO REQUIRES INSTALLATION OF NEW EGR VALVE PACKAGE P/N 17112238 (CONTAINS EGR VALVE P/N 17090078 AND A GASKET). [197] Engine stall and/or hesitation after cold start. NEEDS AIR INJECTION SERVICE KIT (P/N 10115773) AND NEW VEHICLE EMISSION CONTROL LABEL. [198] Engine stall and/or hesitation after cold start. NEEDS AIR INJECTION SERVICE KIT (P/N 10115773) AND NEW VEHICLE EMISSION CONTROL LABEL. [199] Cold stall and chuggle. DO NOT RELY ON THE SCANNER ID TO DETERMINE WHICH PROM IS IN A VEHICLE. LOOK AT THE BCC ON THE PROM TO BE SURE. DO NOT CONFUSE WITH SOME 1991 MODELS WITH A 2.84 AXLE RATIO AND A FEDERAL EMISSIONS PKG. WHICH USED SCANNER ID 5644 BUT HAD A BCC OF AWJD. [200] Cold stall and chuggle. DO NOT RELY ON THE SCANNER ID TO DETERMINE WHICH PROM IS IN A VEHICLE. LOOK AT THE BCC ON THE PROM TO BE SURE. DO NOT CONFUSE WITH SOME 1991 MODELS WITH A 2.84 AXLE RATIO AND A FEDERAL EMISSIONS PKG. WHICH USED SCANNER ID 5644 BUT HAD A BCC OF AWJD. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Application and ID > Expanded Footnotes > Footnotes 1 Thru 50 > Page 3812 PROM - Programmable Read Only Memory: Application and ID Footnotes 201 Thru 250 [201] Cold engine extended crank. USE 16181863 (SCAN I.D. = 0844) FOR COLD START STALL. USE 16181859 (SCAN I.D. = 0834) ONLY IF REQUIRED TO SOLVE BOTH COLD START STALL AND CHUGGLE. [202] Cold engine extended crank. USE 16181863 (SCAN I.D. = 0844) FOR COLD START STALL. USE 16181859 (SCAN I.D. = 0834) ONLY IF REQUIRED TO SOLVE BOTH COLD START STALL AND CHUGGLE. [203] Cold engine extended crank. USE 16181863 (SCAN I.D. = 0844) FOR COLD START STALL. USE 16181859 (SCAN I.D. = 0834) ONLY IF REQUIRED TO SOLVE BOTH COLD START STALL AND CHUGGLE. [204] Cold engine extended crank. USE 16181871 (SCAN I.D. = 0864) FOR COLD START STALL. USE 16181867 (SCAN I.D. = 0854) ONLY IF REQUIRED TO SOLVE BOTH COLD START STALL AND CHUGGLE. [205] Cold engine extended crank. USE 16181871 (SCAN I.D. = 0864) FOR COLD START STALL. USE 16181867 (SCAN I.D. = 0854) ONLY IF REQUIRED TO SOLVE BOTH COLD START STALL AND CHUGGLE. [206] Cold stall and chuggle. DO NOT RELY ON THE SCANNER ID TO DETERMINE WHICH PROM IS IN A VEHICLE. LOOK AT THE BCC ON THE PROM TO BE SURE. DO NOT CONFUSE WITH SOME 1991 MODELS WITH A 2.84 AXLE RATIO AND A FEDERAL EMISSIONS PKG. WHICH USED SCANNER ID 5644 BUT HAD A BCC OF AWJD. [207] Cold engine extended crank. USE 16165848 (SCAN I.D. = 5614) FOR COLD START STALL. USE 16165843 (SCAN I.D. = 5624) ONLY IF REQUIRED TO SOLVE BOTH COLD START STALL AND CHUGGLE. [208] Cold engine extended crank. USE 16165839 (SCAN I.D. = 5634) FOR COLD START STALL. USE 16165829 (SCAN I.D. = 5644) ONLY IF REQUIRED TO SOLVE BOTH COLD START STALL AND CHUGGLE. [209] Cold engine extended crank. USE 16165839 (SCAN I.D. = 5634) FOR COLD START STALL. USE 16165829 (SCAN I.D. = 5644) ONLY IF REQUIRED TO SOLVE BOTH COLD START STALL AND CHUGGLE. [210] Cold engine extended crank. USE 16165848 (SCAN I.D. = 5614) FOR COLD START STALL. USE 16165843 (SCAN I.D. = 5624) ONLY IF REQUIRED TO SOLVE BOTH COLD START STALL AND CHUGGLE. [211] Engine stall, long cranks/idle/decel/surge. CANNOT BE USED ON VEHICLES THAT DO NOT HAVE DIGITAL EGR VALVES. [212] Cold stall and chuggle. DO NOT RELY ON THE SCANNER ID TO DETERMINE WHICH PROM IS IN A VEHICLE. LOOK AT THE BCC ON THE PROM TO BE SURE. DO NOT CONFUSE WITH SOME 1991 MODELS WITH A 2.84 AXLE RATIO AND A FEDERAL EMISSIONS PKG. WHICH USED SCANNER ID 5644 BUT HAD A BCC OF AWJD. [213] Cold engine extended crank. USE 16165848 (SCAN I.D. = 5614) FOR COLD START STALL. USE 16165843 (SCAN I.D. = 5624) ONLY IF REQUIRED TO SOLVE BOTH COLD START STALL AND CHUGGLE. [214] Cold engine extended crank. USE 16165839 (SCAN I.D. = 5634) FOR COLD START STALL. USE 16165829 (SCAN I.D. = 5644) ONLY IF REQUIRED TO SOLVE BOTH COLD START STALL AND CHUGGLE. [215] Cold engine extended crank. USE 16165839 (SCAN I.D. = 5634) FOR COLD START STALL. USE 16165829 (SCAN I.D. = 5644) ONLY IF REQUIRED TO SOLVE BOTH COLD START STALL AND CHUGGLE. [216] Cold start extended crank. Engine starts with ignition key cycled. USE 16181883 (SCAN I.D. = 0894) FOR COLD START STALL. USE 16181875 (SCAN I.D. = 0874) ONLY IF REQUIRED TO SOLVE BOTH COLD START STALL AND CHUGGLE. [217] Cold start extended crank, engine starts with ignition key cycled. USE 16181883 (SCAN I.D. = 0894) FOR COLD START STALL. USE 16181875 (SCAN I.D. = 0874) ONLY IF REQUIRED TO SOLVE BOTH COLD START STALL AND CHUGGLE. [218] Cold engine extended crank. USE 16181887 (SCAN I.D. = 0904) FOR COLD START STALL. USE 16181879 (SCAN I.D. = 0884) ONLY IF REQUIRED TO SOLVE BOTH COLD START STALL AND CHUGGLE. [219] Cold engine extended crank. USE 16181887 (SCAN I.D. = 0904) FOR COLD START STALL. USE 16181879 (SCAN I.D. = 0884) ONLY IF REQUIRED TO SOLVE BOTH COLD START STALL AND CHUGGLE. [220] Cold engine extended crank. USE 16165848 (SCAN I.D. = 5614) FOR COLD START STALL. USE 16165843 (SCAN I.D. = 5624) ONLY IF REQUIRED TO SOLVE BOTH COLD START STALL AND CHUGGLE. [221] Surge or chuggle on decel and/or rough idle. PROM CAN ONLY BE USED WITH ECM P/N 16144288. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Application and ID > Expanded Footnotes > Footnotes 1 Thru 50 > Page 3813 [222] Surge or chuggle on decel and/or rough idle. PROM CAN ONLY BE USED WITH ECM P/N 16144288. [223] Engine stall. MANUAL TRANSMISSION CARS SHOULD ALSO BE UPDATED WITH THE CLUTCH ANTICIPATE SWITCH PER DEALER SERVICE BULLETIN NO. 91-472-7C. [224] USE 16165848 (SCAN I.D. = 5614) FOR COLD START STALL. USE 16165843 (SCAN I.D. = 5624) ONLY IF REQUIRED TO SOLVE BOTH COLD START STALL AND CHUGGLE. [225] USE 16165839 (SCAN I.D. = 5634) FOR COLD START STALL. USE 16165829 (SCAN I.D. = 5644) ONLY IF REQUIRED TO SOLVE BOTH COLD START STALL AND CHUGGLE. [226] USE 16165839 (SCAN I.D. = 5634) FOR COLD START STALL. USE 16165829 (SCAN I.D. = 5644) ONLY IF REQUIRED TO SOLVE BOTH COLD START STALL AND CHUGGLE. [227] Cold engine extended crank. USE 16165848 (SCAN I.D. = 5614) FOR COLD START STALL. USE 16165843 (SCAN I.D. = 5624) ONLY IF REQUIRED TO SOLVE BOTH COLD START STALL AND CHUGGLE. [228] Cold engine extended crank. USE 16165839 (SCAN I.D. = 5634) FOR COLD START STALL. USE 16165829 (SCAN I.D. = 5644) ONLY IF REQUIRED TO SOLVE BOTH COLD START STALL AND CHUGGLE. [229] Cold engine extended crank. USE 16165839 (SCAN I.D. = 5634) FOR COLD START STALL. USE 16165829 (SCAN I.D. = 5644) ONLY IF REQUIRED TO SOLVE BOTH COLD START STALL AND CHUGGLE. [230] Surge or chuggle on decel and/or rough idle. PROM CAN ONLY BE USED WITH ECM P/N 16144288. [231] MAKE CERTAIN THE VEHICLE HAS BEEN UPDATED WITH PREVIOUSLY ATTEMPTED SERVICE FIXES AS FOLLOWS: EGR VALVE P/N 17090156 (STAMPED ON VALVE) 17112373 (GMSPO KIT), PCV VALVE P/N 25098542, ESC MODULE P/N 16175099 (BCC=BARC). [232] Driveability improvements. MAKE CERTAIN THE VEHICLE HAS BEEN UPDATED WITH PREVIOUSLY ATTEMPTED SERVICE FIXES AS FOLLOWS: EGR VALVE P/N 17090156 (STAMPED ON VALVE) 17112373 (GMSPO KIT), PCV VALVE P/N 25098542, ESC MODULE P/N 16175099 (BCC=BARC). [233] Driveability improvements. MAKE CERTAIN THE VEHICLE HAS BEEN UPDATED WITH PREVIOUSLY ATTEMPTED SERVICE FIXES AS FOLLOWS: EGR VALVE P/N 17090156 (STAMPED ON VALVE) 17112373 (GMSPO KIT), PCV VALVE P/N 25098542, ESC MODULE P/N 16175099 (BCC=BARC). [234] Driveablity improvements. MAKE CERTAIN THE VEHICLE HAS BEEN UPDATED WITH PREVIOUSLY ATTEMPTED SERVICE FIXES AS FOLLOWS: EGR VALVE P/N 17090156 (STAMPED ON VALVE) 17112373 (GMSPO KIT), PCV VALVE P/N 25098542, ESC MODULE P/N 16175099 (BCC=BARC). [235] Driveability improvements. MAKE CERTAIN THE VEHICLE HAS BEEN UPDATED WITH PREVIOUSLY ATTEMPTED SERVICE FIXES AS FOLLOWS: EGR VALVE P/N 17090156 (STAMPED ON VALVE) 17112373 (GMSPO KIT), PCV VALVE P/N 25098542, ESC MODULE P/N 16175099 (BCC=BARC). [236] Center Port Fuel Injection noise. FOR VEHICLES WITH SLEEVE BEARING ENGINES. [237] Neutral gear rattle only. COMBINATION DETONATION AND NEUTRAL GEAR RATTLE PROM AVAILABLE. [238] Driveability improvements. MAKE CERTAIN THE VEHICLE HAS BEEN UPDATED WITH PREVIOUSLY ATTEMPTED SERVICE FIXES AS FOLLOWS: EGR VALVE P/N 17090156 (STAMPED ON VALVE) 17112373 (GMSPO KIT), PCV VALVE P/N 25098542, ESC MODULE P/N 16175099 (BCC=BARC). [239] TCC chuggle. MODEL 2DDM TRANSMISSIONS - CHECK DEALER RECORDS TO SEE IF THE TORQUE CONVERTER HAS ALREADY BEEN REPLACED WITH P/N 8650935 (TAGGED BCC: DGAF). TRANS. WITH TORQUE CONVERTERS WITH P/N 8656959 (TAGGED BCC: DG5F) NEED TO REPLACE IT WITH P/N 8650935. [240] Unstable idle in park or neutral/poor driveability. FOR DEDICATED NATURAL GAS VEHICLES. ORDER WITH KIT P/N 12545589 UNLESS THE ONLY PROBLEM IS IDLE FLUCTUATION. [241] Driveability improvements. MAKE CERTAIN THE VEHICLE HAS BEEN UPDATED WITH PREVIOUSLY ATTEMPTED SERVICE FIXES AS FOLLOWS: EGR VALVE P/N 17090156 (STAMPED ON VALVE) 17112373 (GMSPO KIT), PCV VALVE P/N 25098542, ESC MODULE P/N 16175099 (BCC=BARC). [242] Information on PROM calibrations. CANNOT BE USED ON VEHICLES THAT DO NOT HAVE DIGITAL EGR VALVES. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Application and ID > Expanded Footnotes > Footnotes 1 Thru 50 > Page 3814 [243] TCC chuggle. MODEL 2DDM TRANSMISSIONS - CHECK DEALER RECORDS TO SEE IF THE TORQUE CONVERTER HAS ALREADY BEEN REPLACED WITH P/N 8650935 (TAGGED BCC: DGAF). TRANS. WITH TORQUE CONVERTERS WITH P/N 8656959 (TAGGED BCC: DG5F) NEED TO REPLACE IT WITH P/N 8650935. [244] TCC chuggle. MODEL 2DDM TRANSMISSIONS - CHECK DEALER RECORDS TO SEE IF THE TORQUE CONVERTER HAS ALREADY BEEN REPLACED WITH P/N 8650935 (TAGGED BCC: DGAF). TRANS. WITH TORQUE CONVERTERS WITH P/N 8656959 (TAGGED BCC: DG5F) NEED TO REPLACE IT WITH P/N 8650935. [245] Tip-in hesitation on acceleration; engine stall or sag on cold start; engine stall on deceleration; check engine light with CODES 23,25,33, or 34; or engine speed flare on declutch operation with manual transmission equipped vehicle. [246] Tip-in hesitation on acceleration; engine stall or sag on cold start; engine stall on deceleration; check engine light with CODES 23,25,33, or 34; or engine speed flare on declutch operation with manual transmission equipped vehicle. [247] Check engine light comes on while idling on vehicles equipped with Computer Controlled Emission System (C.C.E.S.), driven in altitudes above 3000 feet. [248] Engine may stop running during parking maneuver or during coast down at low speeds during ambient temperature above 85°F. [249] Tip-in hesitation on acceleration; engine stall or sag on cold start; engine stall on deceleration; check engine light with CODES 23,25,33, or 34; or engine speed flare on declutch operation with manual transmission equipped vehicle. [250] Surge on acceleration and/or at road load speeds, false "Service Engine Soon" light (CODE 32), poor driveability during warm up, Detonation under load. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Application and ID > Expanded Footnotes > Footnotes 1 Thru 50 > Page 3815 PROM - Programmable Read Only Memory: Application and ID Footnotes 251 Thru 300 [251] Hesitation or sag during the first two minutes of cold operation while vehicle is under moderate to heavy throttle drive away, or TCC chuggle. [252] Cold start-stall, hesitation, or sag when the engine coolant is between 36°F to 111°F (2°C to 44°C); or Inadequate AC performance when driving at a steady speed and throttle position, between 24 to 64 MPH, when the cruise control is not being used. [253] Lack of throttle response on trucks equipped with governors; or hot restart driveaway sag, both governor and non-governor trucks. [254] Intermittent stall after cold start; engine stalling on coast down; hesitation cold; or ECM CODES E22,E26,E32,E55,E70, and/or E85 [255] PROM I.D. 7080 KJ is also acceptable for PROM I.D. 5853 KJ only. Requires Throttle body service P/N 17067144, EGR valve] service P/N 17067108 (FED), 17067144 (CAL), Injector service kit P/N 17067976. [256] Requires Throttle body service P/N 17067142, EGR valve service P/N 17067107 (FED), 17068210 (CAL), Injector service kit P/N 17067976. [257] FOR CHUGGLE AT 40-45 CONDITION, USE PROM ONLY. FOR TIP-IN HESITATION ONLY, USE EGR VALVE ONLY - P/N 17078431. FOR COLD DRIVEABILITY HESITATION, USE BOTH PROM AND EGR. [258] REQUIRES SUPPLEMENTARY TUNE-UP LABEL, SPARK BYPASS RELAY KIT P/N 015 14086983, SPARK PLUGS P/N 5614009, SUN VISOR STARTING LABEL P/N 015 14085150. ALSO, REMOVE AND DISCARD FUSE LABELED "CRANK" FROM FUSE BLK #2 POSITION (3 AMP. FUSE). [259] DO NOT RELY ON THE SCANNER ID TO DETERMINE WHICH PROM IS IN A VEHICLE. LOOK AT THE BCC ON THE PROM TO BE SURE. DO NOT CONFUSE WITH SOME 1991 MODELS WITH A 2.84 AXLE RATIO AND A FEDERAL EMISSIONS PACKAGE WITH USED SCANNER ID 5644 BUT HAD A [260] DO NOT RELY ON THE SCANNER ID TO DETERMINE WHICH PROM IS IN A VEHICLE. LOOK AT THE BCC ON THE PROM TO BE SURE. DO NOT CONFUSE WITH SOME 1991 MODELS WITH A 2.84 AXLE RATIO AND A FEDERAL EMISSIONS PACKAGE WITH USED SCANNER ID 5644 BUT HAD A [261] DO NOT RELY ON THE SCANNER ID TO DETERMINE WHICH PROM IS IN A VEHICLE. LOOK AT THE BCC ON THE PROM TO BE SURE. DO NOT CONFUSE WITH SOME 1991 MODELS WITH A 2.84 AXLE RATIO AND A FEDERAL EMISSIONS PACKAGE WITH USED SCANNER ID 5644 BUT HAD A [262] MAKE CERTAIN THE VEHICLE HAS BEEN UPDATED WITH PREVIOUSLY AT TEMPTED SERVICE FIXES AS FOLLOWS: EGR VALVE P/N 17090156 (STAMPED ON VALVE) 17112373 (GMSPO KIT), PCV VALVE P/N 25098542, ESC MODULE P/N 16175099 (BCC=BARC). [263] MAKE CERTAIN THE VEHICLE HAS BEEN UPDATED WITH PREVIOUSLY ATTEMPTED SERVICE FIXES AS FOLLOWS: EGR VALVE P/N 17090156 (STAMPED ON VALVE) 17112373 (GMSPO KIT), PCV VALVE P/N 25098542, ESC MODULE P/N 16175099 (BCC=BARC). [264] MODEL 2DDM TRANS. CARS - CHECK DLR. RECORDS TO SEE IF THE TORQUE CONVERTER HAS ALREADY BEEN REPLACED WITH PN 8650935 (BCC: DGAF). TRANSMISSIONS WITH TORQUE CONVERTERS WITH PN 8656959 (BCC: DG5F) NEED TO HAVE THE TORQUE CONVERTER REPLACED W [265] MODEL 2DDM TRANS. CARS - CHECK DLR. RECORDS TO SEE IF THE TORQUE CONVERTER HAS ALREADY BEEN REPLACED WITH PN 8650935 (BCC: DGAF). TRANSMISSIONS WITH TORQUE CONVERTERS WITH PN 8656959 (BCC: DG5F) NEED TO HAVE THE TORQUE CONVERTER REPLACED W [266] Vehicles equipped with Computer Controlled Emission System (C.C.E.S) experience a Check Engine Light coming on while idling, usually when idling time exceeds 2 minutes with transmission in gear in altitudes above 3000 feet. [267] Cold driveability, use with PROM 5854 KJ (G057). PROM I.D. 7080 KJ IS ALSO ACCEPTABLE FOR PROM I.D. 5853 KJ ONLY. REQUIRES THROTTLE BODY SERVICE P/N 17067144, EGR VALVE SERVICE P/N 17067108 (FED), 17067144 (CAL), INJECTOR SERVICE KIT P/N 17067976. [268] Cold driveability, use with PROM 5853 KJ (G057). PROM I.D. 7079 KJ IS ALSO ACCEPTABLE FOR PROM I.D. 5854 KJ ONLY. REQUIRES THROTTLE BODY SERVICE P/N 17067144, EGR VALVE SERVICE P/N 17067108 (FED), 17067144 (CAL), INJECTOR SERVICE KIT P/N 17067976. [269] Cold driveability, use with PROM 5861 KK (G057). REQUIRES THROTTLE BODY SERVICE P/N 17067142, EGR VALVE SERVICE P/N 17067107 (FED), 17068210 (CAL), INJECTOR SERVICE KIT P/N 17067976. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Application and ID > Expanded Footnotes > Footnotes 1 Thru 50 > Page 3816 [270] Cold driveability, use with PROM 5860 KK (G057). REQUIRES THROTTLE BODY SERVICE P/N 17067142, EGR VALVE SERVICE P/N 17067107 (FED), 17068210 (CAL), INJECTOR SERVICE KIT P/N 17067976. [271] Tip-in hesitation, lack low speed performance. Used with Manual transaxle vehicles with A/C only. Requires EGR TVS P/N 373510, and A.I.R. valve P/N 17082701. [272] Weak drive-away after cold start, requires EGR TVS P/N 373510. Also, for CALIFORNIA emissions, manual transaxle, replace A.I.R. management valve with PN 17082701. [273] Level road surge, tip-in hesitation, lack of low speed performance - for automatic transaxles only. (Requires EGR valve P/N 17068212). FOR FEDERAL - USE 01226055. FOR CALIFORNIA - USE 01226057. [274] Stall in coast down with clutch disengaged and A/C on, weak drive away after cold start , requires EGR TVS P/N 373510. Also, for CALIFORNIA emissions, manual transaxle, replace A.I.R. management valve with PN 17082701. [275] Idle shake, detonation (G043). FOR 2.5L EFI, AUTOMATIC TRANSAXLE, AND FIRST DESIGN (3-BOARD) ECM. THE SECOND DESIGN (2-BOARD) ECM HAS THE SPARK REVISION ALREADY INCORPORATED IN ITS PROM. [276] Chuggle/surge at 40-45 MPH, tip-in hesitation/sag, spark knock, requires EGR valve (G032). FOR CHUGGLE AT 40-45 CONDITION, USE PROM ONLY. FOR TIP-IN HESITATION ONLY, USE EGR VALVE ONLY - P/N 17078431. FOR COLD DRIVEABILITY HESITATION, USE BOTH PROM AND EGR. [277] Chuggle and surge at 35-55 MPH, requires EGR kit. REQUIRES KIT P/N 25522748 CONTAINING: WIRING HARNESS JUMPER P/N 12043500, RELAY P/N 25522747, FOAM P/N 25522723, EGR P/N 17079799. [278] CODE 42, spark knock, cold startability, plug fouling (G040). REQUIRES SUPPLEMENTARY TUNE-UP LABEL, SPARK BYPASS RELAY KIT P/N 14086983, SPARK PLUGS P/N 5614009, SUN VISOR STARTING LABEL P/N 14085150. ALSO, REMOVE AND DISCARD FUSE LABELED "CRANK" FROM FUSE BLK #2 POSITION (3 AMP. FUSE). [279] Chuggle and surge at 35-55 MPH, requires EGR kit (G040). REQUIRES KIT P/N 25522748 CONTAINING: WIRING HARNESS JUMPER P/N 12043500, RELAY P/N 25522747, FOAM P/N 25522723, EGR P/N 17079799. [280] Cold hesitation/sag, warm surge (G082). RETROFIT PROM SUPERSEDES ALL PREVIOUS SERVICE PROM PART NUMBERS. TO BE USED AS BOTH THE REGULAR SERVICE REPLACEMENT (PROM-DAMAGED OF DEFECTIVE), AND TO RESOLVE CASES OF CHUGGLE, DETONATION, OR FLATNESS. [281] TCC chuggle or surge (G043). WHEN INSTALLING PROM IN A CANADIAN 1985 NB, A CODE 13 WILL OCCUR AS THE VEHICLE WAS NOT EQUIPPED WITH AN O2 SENSOR. TO ELIMINATE THE CODE 13, NEED TO INSTALL O2 SENSOR # 8990741 AND CONNECT TO THE EXISTING PURPLE WIRE AND CONNECTOR IN THE [282] Surge or chuggle at 52-60 MPH (G071). RETROFIT PROM - DOES NOT SUPERSEDE THE REGULAR REPLACEMENT SERVICE PROM. TO BE USED ONLY AS REQUIRED TO RESOLVE CASES OF CHUGGLE. [283] Surge or chuggle at 52-60 MPH (G071). RETROFIT PROM - SUPERSEDES ALL PREVIOUS SERVICE PROM PART NUMBERS. TO BE USED AS BOTH THE REGULAR SERVICE REPLACEMENT (PROM-DAMAGED OR DEFECTIVE), AND TO RESOLVE CASES OF CHUGGLE. [284] Chuggle, hesitation, tip-in spark knock. RETROFIT PROM - SUPERSEDES ALL PREVIOUS SERVICE PROM PART NUMBERS. TO BE USED AS BOTH THE REGULAR SERVICE REPLACEMENT (PROM-DAMAGED OR DEFECTIVE), AND TO RESOLVE CASES OF CHUGGLE, DETONATION, OR FLATNESS. [285] Chuggle, hesitation, tip-in spark knock. RETROFIT PROM - DOES NOT SUPERSEDE THE REGULAR REPLACEMENT SERVICE PROMS. TO BE USED ONLY AS REQUIRED TO RESOLVE CASES OF CHUGGLE, DETONATION, OR FLATNESS. [286] FOR USE WITH P215/65 TIRES - USE 01228290 (SCAN I.D. = 8290). FOR USE WITH P235/60, P245/50 TIRES - USE 01228291 (SCAN I.D. = 8291). [287] FOR USE WITH P215/65 TIRES - USE 01228292 (SCAN I.D. = 8292). FOR USE WITH P235/60, P245/50 TIRES - USE 01228293 (SCAN I.D. = 8293). [288] FALSE CODES 33, 34, 43, rough idle, chuggle, hesitation (G006,G007). USED WITH VIN #119016 OR LATER ALUMINUM HEAD CORVETTES AND ALL CONVERTIBLE MODELS WITH AUTOMATIC TRANSMISSION, 2.59 (GM1) AXLE ONLY. [289] FALSE CODES 33, 34, 43, rough idle, chuggle, hesitation (G006,G007). USED FOR VIN #119016 OR LATER ALUMINUM HAED CORVETTES AND ALL CONVERTIBLE MODELS WITH AUTOMATIC TRANSMISSION, 2.73 (GU2)/3.07 (G44) AXLE ONLY. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Application and ID > Expanded Footnotes > Footnotes 1 Thru 50 > Page 3817 [290] Spark knock. USE 16143570 (SCAN I.D. = 3531) FOR HOT HARD RESTART (REQUIRES FUEL PUMP P/N 25115764, FUEL SENDER P/N 25093526). USE 16143459 (SCAN I.D. = 3571) FOR CODE 42, SPARK KNOCK, HIGH IDLE. [291] Spark knock. USE 16143455 (SCAN I.D. = 3511) FOR HOT HARD RESTART (REQUIRES FUEL PUMP P/N 25115764, FUEL SENDER P/N 25093526). USE 16143453 (SCAN I.D. = 3501) FOR CODE 42, SPARK KNOCK, HIGH IDLE. [292] Spark knock (G055). USE 16143575 (SCAN I.D. = 3541) FOR HOT HARD RESTART (REQUIRES FUEL PUMP P/N 25115764). USE 16143460 (SCAN I.D. = 3581) FOR CODE 42, SPARK KNOCK, HIGH IDLE. [293] Spark knock (G043). USE 16143580 (SCAN I.D. = 3551) FOR HOT HARD RESTART (REQUIRES FUEL PUMP P/N 25115764). USE 16143462 (SCAN I.D. = 3591) FOR CODE 42, SPARK KNOCK, HIGH IDLE. [294] Stalling, tip-in hesitation/sag, rough idle, cold driveability. USE 16143575 (SCAN I.D. = 3541) FOR HOT HARD RESTART (REQUIRES FUEL PUMP P/N 25115764). USE 16143460 (SCAN I.D. = 3581) FOR CODE 42, SPARK KNOCK, HIGH IDLE. [295] Hard hot restart (requires rubber bumper pkg PN 25004553, and a pulsator package PN 25094266), or CODE 42, intermittent high idle, spark knock (G055). [296] USE 16143575 (SCAN I.D. = 3541) FOR HOT HARD RESTART (REQUIRES FUEL PUMP P/N 25115764). USE 16143460 (SCAN I.D. = 3581) FOR CODE 42, SPARK KNOCK, HIGH IDLE. [297] USE 16143570 (SCAN I.D. = 3531) FOR HOT HARD RESTART (REQUIRES FUEL PUMP P/N 25115764, FUEL SENDER P/N 25093526). USE 16143459 (SCAN I.D. = 3571) FOR CODE 42, SPARK KNOCK, HIGH IDLE. [298] USE 16143455 (SCAN I.D. = 3511) FOR HOT HARD RESTART (REQUIRES FUEL PUMP P/N 25115764, FUEL SENDER P/N 25093526). USE 16143453 (SCAN I.D. = 3501) FOR CODE 42, SPARK KNOCK, HIGH IDLE. [299] USE 16143455 (SCAN I.D. = 3511) FOR HOT HARD RESTART (REQUIRES FUEL PUMP P/N 25115764, FUEL SENDER P/N 25093526). USE 16143453 (SCAN I.D. = 3501) FOR CODE 42, SPARK KNOCK, HIGH IDLE. [300] Spark knock. USE 16143457 (SCAN I.D. = 3521) FOR HOT HARD RESTART (REQUIRES FUEL PUMP P/N 25115925, FUEL SENDER P/N 25092778). USE 16143466 (SCAN I.D. = 3481) FOR CODE 42, SPARK KNOCK, HIGH IDLE. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Application and ID > Expanded Footnotes > Footnotes 1 Thru 50 > Page 3818 PROM - Programmable Read Only Memory: Application and ID Footnotes 301 Thru 350 [301] Spark knock. USE 16143452 (SCAN I.D. = 3491) FOR HOT HARD RESTART (REQUIRES FUEL PUMP P/N 25115925, FUEL SENDER P/N 25092778). USE 16143463 (SCAN I.D. = 3451) FOR CODE 42, SPARK KNOCK, HIGH IDLE. [302] Hard start hot (requires installation of a rubber bumper pkg PN 25004553, and a pulsator pkg PN 25094266) or CODE 42, high idle, spark knock (G055). [303] USE 16143457 (SCAN I.D. = 3521) FOR HOT HARD RESTART (REQUIRES FUEL PUMP P/N 25115925, FUEL SENDER P/N 25092778). USE 16143466 (SCAN I.D. = 3481) FOR CODE 42, SPARK KNOCK, HIGH IDLE. [304] Hard hot restart (requires rubber bumper pkg PN 25004553, and a pulsator package PN 25094266), or CODE 42, intermittent high idle, spark knock (G055). [305] USE 16143452 (SCAN I.D. = 3491) FOR HOT HARD RESTART (REQUIRES FUEL PUMP P/N 25115925, FUEL SENDER P/N 25092778). USE 16143463 (SCAN I.D. = 3451) FOR CODE 42, SPARK KNOCK, HIGH IDLE. [306] Tip-in hesitation,stall,CODES 23,25,33,or 34, or speed flare on declutch op. w/man. trans. (CODE 23 or 25 require MAT sensor model year diagnostics) (G027). WITH THIS PROM INSTALLED, USE 1987-88 2.8L SPEED DENSITY ENGINE DRIVEABILITY AND EMISSIONS MANUAL. [307] CODES 23, 25, 33, 34, driveability and stalling (G027). PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [308] Tip-in hesitation,stall,CODES 23,25,33,or 34, or speed flare on declutch op. w/man. trans. (CODE 23 or 25 require MAT sensor model year diagnostics). PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [309] Code 23, 25, 33, 34, driveability and stalling. PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [310] Tip-in hesitation,stall,CODES 23,25,33,or 34, or speed flare on declutch op. w/man. trans. (CODE 23 or 25 require MAT sensor model year diagnostics) (G027). PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [311] High emissions, exhaust odor, starting and driveability problems (G046). Requires Connector Bleed Assembly P/N 10105820 [312] FALSE CODES 43, 54, unstable idle. FOR 2.73 (GU2) AXLE USE 16120077 (SCAN I.D. = 9891). FOR 3.08 (GU4) AXLE USE 16120082 (SCAN I.D. = 9901). FOR 3.42 (GU6) AND 3.73 (GT4) AXLES USE 16120086 (SCAN I.D. = 9911). [313] Running change. FOR FALSE CODE 44 ON LONG COAST DOWN, USE RETROFIT SERVICE PROM 01228486 SCAN I.D. 8486, AAND 1050. FOR REGULAR SERVICE REPLACEMENT, USE PROM 16062797 SCAN I.D. 2223, AAND 2798. [314] Running change. FOR FALSE CODE 44 ON LONG COAST DOWN, USE RETROFIT SERVICE PROM 01228487 SCAN I.D. 8487, AANF 1052. FOR REGULAR SERVICE REPLACEMENT, USE PROM 16062801 SCAN I.D. 2233, AANF 2802. [315] Surge on acceleration and/or at road load speeds, false "Service Engine Soon" light (CODE 32), poor driveability during warm up, Detonation under load (G052). [316] Spark knock. USE 16143570 (SCAN I.D. = 3531) FOR HOT HARD RESTART (REQUIRES FUEL PUMP P/N 25115764, FUEL SENDER P/N 25093526). USE 16143459 (SCAN I.D. = 3571) FOR CODE 42, SPARK KNOCK, HIGH IDLE. [317] Spark knock. USE 16143455 (SCAN I.D. = 3511) FOR HOT HARD RESTART (REQUIRES FUEL PUMP P/N 25115764, FUEL SENDER P/N 25093526). USE 16143453 (SCAN I.D. = 3501) FOR CODE 42, SPARK KNOCK, HIGH IDLE. [318] Spark knock (G043). USE 16143580 (SCAN I.D. = 3551) FOR HOT HARD RESTART (REQUIRES FUEL PUMP P/N 25115764). USE 16143462 (SCAN I.D. = 3591) FOR CODE 42, SPARK KNOCK, HIGH IDLE. [319] Spark knock (G055). USE 16143545 (SCAN I.D. = 3461) FOR HOT HARD RESTART (REQUIRES FUEL PUMP P/N 25115764, FUEL SENDER P/N 25093744). USE 16143465 (SCAN I.D. = 3471) FOR CODE 42, SPARK KNOCK, HIGH IDLE. [320] CODE 42, spark knock, intermittent high idle. IF MAJOR CONDITION IS HARD HOT ENGINE RESTART, PROM ALSO REQUIRES INSTALLATION OF A RUBBER BUMPER PKG PN 25004553, AND PULSATOR PKG PN 25094266. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Application and ID > Expanded Footnotes > Footnotes 1 Thru 50 > Page 3819 [321] USE 16143545 (SCAN I.D. = 3461) FOR HOT HARD RESTART (REQUIRES FUEL PUMP P/N 25115764, FUEL SENDER P/N 25093744). USE 16143465 (SCAN I.D. = 3471) FOR CODE 42, SPARK KNOCK, HIGH IDLE. [322] USE 16143570 (SCAN I.D. = 3531) FOR HOT HARD RESTART (REQUIRES FUEL PUMP P/N 25115764, FUEL SENDER P/N 25093526). USE 16143459 (SCAN I.D. = 3571) FOR CODE 42, SPARK KNOCK, HIGH IDLE. [323] USE 16143455 (SCAN I.D. = 3511) FOR HOT HARD RESTART (REQUIRES FUEL PUMP P/N 25115764, FUEL SENDER P/N 25093526). USE 16143453 (SCAN I.D. = 3501) FOR CODE 42, SPARK KNOCK, HIGH IDLE. [324] Spark knock. USE 16143457 (SCAN I.D. = 3521) FOR HOT HARD RESTART (REQUIRES FUEL PUMP P/N 25115925, FUEL SENDER P/N 25092778). USE 16143466 (SCAN I.D. = 3481) FOR CODE 42, SPARK KNOCK, HIGH IDLE. [325] Spark knock. USE 16143452 (SCAN I.D. = 3491) FOR HOT HARD RESTART (REQUIRES FUEL PUMP P/N 25115925, FUEL SENDER P/N 25092778). USE 16143463 (SCAN I.D. = 3451) FOR CODE 42, SPARK KNOCK, HIGH IDLE. [326] Tip-in hesitation, stall, CODES 23, 25, 33, or 34, or speed flare on declutch op. w/man. trans. (CODE 23 or 25 require MAT sensor model year diagnostics) (G027). WITH THIS PROM INSTALLED, USE 1987-88 2.8L SPEED DENSITY ENGINE DRIVEABILITY AND EMISSIONS MANUAL. [327] CODES 23, 25, 33, 34. PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [328] Tip-in hesitation,stall,CODES 23,25,33,or 34, or speed flare on declutch op. w/ man. trans. (CODE 23 or 25 require MAT sensor model year diagnostics). PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [329] Tip-in hesitation,stall,CODES 23,25,33,or 34, or speed flare on declutch op. w/ man. trans. (CODE 23 or 25 require MAT sensor model year diagnostics) (G027). PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [330] CODES 23, 25, 33, 34, driveability and stalling (G027). PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [331] Code 23, 25, 33, 34, driveability and stalling. PROM UPDATE ELIMINATES MAF SENSOR, REPLACING IT WITH A SPEED DENSITY SYSTEM. WITH A 1990 OR EARLIER PRIMARY CARTRIDGE, I.D. VEHICLE ON SCANNER AS A 1989 MODEL (VIN = K-1-W). [332] FOR USE WITH MODEL C1 TRUCKS - USE 16121162 (SCAN I.D. = 3511). FOR USE WITH MODEL C2, K, K2, AND K1000 TRUCKS USE 16121166 (SCAN I.D. = 3521). [333] Surge on acceleration and/or at road load speeds, false "Service Engine Soon" light (CODE 32), poor driveability during warm up, Detonation under load (G052). [334] Cold engine extended crank. USE 16181863 (SCAN I.D. = 0844) FOR COLD START STALL. USE 16181859 (SCAN I.D. = 0834) ONLY IF REQUIRED TO SOLVE BOTH COLD START STALL AND CHUGGLE. [335] [Cold engine extended crank. USE 16181871 (SCAN I.D. = 0864) FOR COLD START STALL. USE 16181867 (SCAN I.D. = 0854) ONLY IF REQUIRED TO SOLVE BOTH COLD START STALL AND CHUGGLE. [336] Engine does not stay running on initial cold start and chuggle at 35-45 MPH with TCC engaged. New MEM-CAL may affect fuel economy. DO NOT RELY ON THE SCANNER ID TO DETERMINE WHICH PROM IS IN A VEHICLE. LOOK AT THE BCC ON THE PROM TO BE SURE. DO NOT CONFUSE WITH SOME 1991 MODELS WITH A 2.84 AXLE RATIO AND A FEDERAL EMISSIONS PACKAGE WITH SCANNER ID 5644 BUT A BCC OF A] [337] Cold engine extended crank. USE 16165848 (SCAN I.D. = 5614) FOR COLD START STALL. USE 16165843 (SCAN I.D. = 5624) ONLY IF REQUIRED TO SOLVE BOTH COLD START STALL AND CHUGGLE. [338] Cold engine extended crank. USE 16165839 (SCAN I.D. = 5634) FOR COLD START STALL. USE 16165829 (SCAN I.D. = 5644) ONLY IF REQUIRED TO SOLVE BOTH COLD START STALL AND CHUGGLE. [339] Cold engine extended crank. USE 16165839 (SCAN I.D. = 5634) FOR COLD START STALL. USE 16165829 (SCAN I.D. = 5644) ONLY IF REQUIRED TO SOLVE BOTH COLD START STALL AND CHUGGLE. [340] Cold engine extended crank. USE 16165848 (SCAN I.D. = 5614) FOR COLD START STALL. USE 16165843 (SCAN I.D. = 5624) ONLY IF REQUIRED TO SOLVE BOTH COLD START STALL AND CHUGGLE. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Application and ID > Expanded Footnotes > Footnotes 1 Thru 50 > Page 3820 [341] Hesitation or sag during the first two minutes of cold operation while vehicle is under moderate to heavy throttle driveaway, or TCC chuggle. [342] Cold start-stall, hesitation, or sag when the engine coolant is between 36°F - 111°F (2°C 44°C); or Inadequate A/C performance when driving at steady speed and throttle position, between 24 - 64 MPH, when the cruise control is not being used. [343] Engine does not stay running on initial cold start and chuggle at 35-45 MPH with TCC engaged. New MEM-CAL may affect fuel economy. DO NOT RELY ON THE SCANNER ID TO DETERMINE WHICH PROM IS IN A VEHICLE. LOOK AT THE BCC ON THE PROM TO BE SURE. DO NOT CONFUSE WITH SOME 1991 MODELS WITH A 2.84 AXLE RATIO AND A FEDERAL EMISSIONS PACKAGE WITH SCANNER ID 5644 BUT A BCC OF A [344] Cold engine extended crank. USE 16165848 (SCAN I.D. = 5614) FOR COLD START STALL. USE 16165843 (SCAN I.D. = 5624) ONLY IF REQUIRED TO SOLVE BOTH COLD START STALL AND CHUGGLE. [345] Cold engine extended crank. USE 16165839 (SCAN I.D. = 5634) FOR COLD START STALL. USE 16165829 (SCAN I.D. = 5644) ONLY IF REQUIRED TO SOLVE BOTH COLD START STALL AND CHUGGLE. [346] Cold engine extended crank. USE 16181883 (SCAN I.D. = 0894) FOR COLD START STALL. USE 16181875 (SCAN I.D. = 0874) ONLY IF REQUIRED TO SOLVE BOTH COLD START STALL AND CHUGGLE. [347] Cold engine extended crank. USE 16181887 (SCAN I.D. = 0904) FOR COLD START STALL. USE 16181879 (SCAN I.D. = 0884) ONLY IF REQUIRED TO SOLVE BOTH COLD START STALL AND CHUGGLE. [348] Service Engine Soon light (SES) with a code 43 or tip-in sag, tip-in hesitation, surge at WOT, or spark detonation when cold. [349] Engine stall. MANUAL TRANSMISSION CARS SHOULD ALSO BE UPDATED WITH THE CLUTCH ANTICIPATE SWITCH PER DEALER SERVICE BULLETIN NO. 91-472-7C. [350] Engine does not stay running on initial cold start and chuggle at 35-45 MPH with TCC engaged. New MEM-CAL may affect fuel economy. DO NOT RELY ON THE SCANNER ID TO DETERMINE WHICH PROM IS IN A VEHICLE. LOOK AT THE BCC ON THE PROM TO BE SURE. DO NOT CONFUSE WITH SOME 1991 MODELS WITH A 2.84 AXLE RATIO AND A FEDERAL EMISSIONS PACKAGE WITH SCANNER ID 5644 BUT A BCC OF A. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Application and ID > Expanded Footnotes > Footnotes 1 Thru 50 > Page 3821 PROM - Programmable Read Only Memory: Application and ID Footnotes 351 Thru 400 [351] USE 16165848 (SCAN I.D. = 5614) FOR COLD START STALL. USE 16165843 (SCAN I.D. = 5624) ONLY IF REQUIRED TO SOLVE BOTH COLD START STALL AND CHUGGLE. [352] USE 16165839 (SCAN I.D. = 5634) FOR COLD START STALL. USE 16165829 (SCAN I.D. = 5644) ONLY IF REQUIRED TO SOLVE BOTH COLD START STALL AND CHUGGLE. [353] Cold engine extended crank. USE 16165839 (SCAN I.D. = 5634) FOR COLD START STALL. USE 16165829 (SCAN I.D. = 5644) ONLY IF REQUIRED TO SOLVE BOTH COLD START STALL AND CHUGGLE. [354] Lack of throttle response on trucks equipped with governors; or hot restart driveaway sag, both governor and non-governor trucks. [355] Low speed driveability or detonation. MAKE CERTAIN THE VEHICLE HAS BEEN UPDATED WITH PREVIOUSLY ATTEMPTED SERVICE FIXES AS FOLLOWS: EGR VALVE P/N 17090156 (STAMPED ON VALVE) 17112373 (GMSPO KIT), PCV VALVE P/N 25098542, ESC MODULE P/N 16175099 (BCC=BARC). [356] Tip-in hesitation, sag, backfire, spark knock. MAKE CERTAIN THE VEHICLE HAS BEEN UPDATED WITH PREVIOUSLY ATTEMPTED SERVICE FIXES AS FOLLOWS: EGR VALVE P/N 17090156 (STAMPED ON VALVE) 17112373 (GMSPO KIT), PCV VALVE P/N 25098542, ESC MODULE P/N 16175099 (BCC=BARC). [357] Hesitation or sag during the first two minutes of cold operation while vehicle is under moderate to heavy throttle driveaway, or TCC chuggle. [358] Sustained detonation/knock. AUTOMATIC TRANSMISSIONS REQUIRE TORQUE CONVERTER CLUTCH (TCC) CALIBRATION. USE OF THIS PROM IN A NON-DETONATING ENGINE MAY RESULT IN DEGRADED DRIVEABILITY. [359] High emissions, exhaust odor, starting and driveability problems (G046). Requires Connector Bleed Assembly P/N 10105820 [360] Neutral gear rattle. MAY ALSO REQUIRE CLUTCH DRIVEN PLATE P/N 15961141, AND CLUTCH PILOT BEARING P/N 14061685. COMBINATION DETONATION AND NEUTRAL GEAR RATTLE PROM AVAILABLE. [361] Malfunction Indicator Lamp (check engine light) illuminates and may set a DTC 24 (VSS Circuit Fault) during a California State Emissions Test. [362] Higher than normal hydrocarbon emissions during the idle portion of the inspection and maintenance test. Also, may exhibit a slight detonation during a light throttle acceleration [363] TCC chuggle. MODEL 2DDM TRANS. - CHECK DEALER RECORDS TO SEE IF THE TORQUE CONVERTER HAS BEEN REPLACED WITH P/N 8650935 (BCC: DGAF). TRANS. WITH TORQUE CONVERTERS WITH P/N 8656959 (BCC: DG5F) NEED TO HAVE THE TORQUE CONVERTER REPLACED WITH P/N 8650935. [364] Cold start stall, cold tip in hesitation and/or a cold rough idle after extended idling. Additionally, in 40-50°F ambient temp., fogging on the inside of the front windshield which does not clear with the defroster on occurs. [365] Poor throttle response, stall, misfire, poor cold or hot start, extended crank of the starter with a hot engine, and/or vehicle will start and then stall when the engine is hot. MT vehicles may also experience decel. stall and poor accel. performance. [366] Poor throttle response, stalling, misfire, poor cold or hot starting, extended cranking of the starter with a hot engine, and/or vehicle will start and then stall when the engine is hot. USED WITH MANUAL TRANSMISSION ONLY. [367] MIL illuminates and/or store a DTC 32 (EGR error) with no noticeable driveability concern, usually occurring while climbing a grade. [368] MIL illuminates and/or store a DTC 32 (EGR error) with no noticeable driveability concern, usually occurring while climbing a grade, towing a trailer or driving into a strong head wind. [369] High emissions, exhaust odor, starting and driveability problems (G046). Requires Connector Bleed Assembly P/N 10105820 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Application and ID > Expanded Footnotes > Page 3822 Prom Information Scan Prom Prom Prom Superseding ID Code Bcc Part # ID Part # TSB Reference # 0121 0127 BFAD 16190126 0131 0130 BFAF 16190129 0141 0135 BFAH 16190133 0151 0138 BFAJ 16190137 3221 3200 BFUZ 16193199 6211 6354 BATX 16176352 6221 6358 BATY 16176357 6231 6364 BATZ 16176362 6241 6368 BAUA 16176367 6551 6578 BDJS 16186544 6981 6927 BJBR 16196924 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Description and Operation > CALPAK PROM - Programmable Read Only Memory: Description and Operation CALPAK CAUTION: If the computer is found to be defective and needs replacement, remove the old CALPAK and PROM, then place both into the replacement computer. When replacing the COMPUTER always transfer the BROADCAST CODE and PRODUCTION ECM/PCM NUMBER to the service label on the replacement computer. DESCRIPTION: The resistor network calibration called a CALPAK is located inside the computer. Its appearance and service is similar to the PROM. The CALPAK allows fuel to be delivered if other parts of the computer fail. The CALPAK provides the computer with calibrations for: ^ Cold Start Cranking. ^ Limp home fuel (fuel backup mode). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Description and Operation > CALPAK > Page 3825 PROM - Programmable Read Only Memory: Description and Operation EEPROM CAUTION: The EEPROM is soldered to the COMPUTER and cannot be serviced separately. Reprogramming of EEPROM information is necessary when replacing a COMPUTER, or when changing the engine and/or transaxle calibrations. Failure to do this will cause the vehicle to have a no start or poor running condition. It is essential that a replacement COMPUTER be reprogrammed with the correct VIN, option content, tire size, and calibration information. Reprogramming of the EEPROM is only possible with the Service Stall System (SSS) hardware available at authorized dealer locations. Check with a dealer before performing COMPUTER replacement or EEPROM reprogramming. DESCRIPTION: The term EEPROM is defined as Electronically Erasable Programmable Read Only Memory (EEPROM) in the COMPUTER. The EEPROM stores vehicle information such as engine and transaxle calibrations, vehicle identification number, programmable vehicle option content and MALF history. Vehicle information stored on the EEPROM has a major effect on how the vehicle will operate. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Description and Operation > CALPAK > Page 3826 PROM - Programmable Read Only Memory: Description and Operation EPROM CAUTION: The EPROM is serviceable in some applications and can be removed for replacement. If the COMPUTER is found to be defective and needs replacement, remove the old EPROM if applicable and place into the new computer. When replacing the COMPUTER always transfer the BROADCAST CODE and PRODUCTION ECM/PCM NUMBER to the service label on the replacement computer. DESCRIPTION: The term EPROM means Erasable Programmable Read Only Memory (EPROM). The EPROM functions in the same manner as a regular PROM and is programmed with data pertaining to the vehicles weight, engine, transmission, axle ratio etc. Automotive technicians do not ERASE or PROGRAM the EPROM in the field. Instead, the EPROM is serviced in one of two manners. Some applications are soldered to the circuit board and require both the computer and EPROM to be replaced as a complete unit. Other applications allow for the EPROM only to replaced. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Description and Operation > CALPAK > Page 3827 PROM - Programmable Read Only Memory: Description and Operation MEMCAL CAUTION: If the COMPUTER is found to be defective and needs replacement, remove the old MEMCAL and place it into the replacement computer. When replacing the COMPUTER always transfer the BROADCAST CODE and PRODUCTION ECM/PCM NUMBER to the service label on the replacement computer. DESCRIPTION: The MEMCAL assembly contains both the functions of the PROM and the CALPAK. Like the PROM, it contains the calibrations needed for a specific vehicle. It also is the fuel back up control for the computer should it become damaged or faulty. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Description and Operation > CALPAK > Page 3828 PROM - Programmable Read Only Memory: Description and Operation PROM CAUTION: If the computer is found to be defective and needs replacement, remove the old PROM and place it into the replacement computer. Some ECM's are equipped with another chip called a CALPAK. If the computer is equipped with a CALPAK chip, it will be located next to the PROM and must be transferred along with the PROM. When replacing the computer always transfer the BROADCAST CODE and PRODUCTION ECM/PCM NUMBER to the service label on the replacement computer. DESCRIPTION: To allow one type of computer to be used for many different vehicles, a device called a Programable Read Only Memory (PROM) unit is used. The PROM is located inside the computer and has system calibration information based upon the vehicle's axle ratio, engine, transmission, weight, and other specific configurations of the vehicle. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Description and Operation > Page 3829 PROM - Programmable Read Only Memory: Testing and Inspection Some control modules may have problems due to cracked solder joints on the circuit board. These internal control module problems can cause the following symptoms: ^ Failure to start or vehicle is stalling. ^ The "CHECK ENGINE" "SERVICE ENGINE SOON" or "MALFUNCTION INDICATOR" light will flash or light up, but no trouble codes will be present. ^ Vehicle instrument panel displays may be inoperative. ^ The control module may or may not communicate with the scanner. ^ Other intermittent driveability problems. Incorrect PROM or MEMCAL removal and replacement can create solder joint problems or aggravate an existing condition. See PROM or MEMCAL INSTALLATION for proper procedures. If a solder joint problem results in a "hard" failure, normal test procedures will usually pinpoint a faulty control module. Many symptoms caused by poor solder joints in the control module result in intermittent problems, but they may be hard to duplicate during troubleshooting. Control modules with solder joint problems are sensitive to heat and vibration. You can check for these internal control module problems in either, or both, of the following ways: ^ Remove the control module from its mounting bracket and extend it on the harness so that you can expose it to the vehicle heater ducts. Alternatively, use the flexible duct to route air from the heater to the control module location. Then run the engine and operate the heater at the "MAX HEAT" position. This exposes the control module to approximately 140°F. ^ With the engine running, tap on the control module several times with your hand or finger tips to simulate vehicle vibration. If the engine stumbles or stalls, the "CHECK ENGINE" "SERVICE ENGINE SOON" or "MALFUNCTION INDICATOR" light flashes, or any of the previous symptoms occur, the control module may have bad solder joints on the circuit board. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Service and Repair > CALPAK PROM - Programmable Read Only Memory: Service and Repair CALPAK 1. Remove ECM from vehicle. 2. Remove ECM access cover. 3. Remove Calibration Pack (CALPAK) using removal tool shown. Grasp the CALPAK carrier on the narrow ends only. Gently rock the carrier from end to end while applying a firm upward force. 4. Inspect the reference end of the CALPAK carrier and carefully set aside. Do not remove the CALPAK from the carrier to confirm CALPAK correctness. The notch in the CALPAK is referenced to the small notch in the carrier. The small notch of the carrier must be aligned with the small notch in the socket. CAUTION: ANY TIME THE CALPAK IS INSTALLED BACKWARDS AND THE IGNITION SWITCH IS TURNED ON, THE CALPAK IS DESTROYED. 5. Install the CALPACK by pressing on the CALPAK carrier until it is firmly seated in the socket. Do not press on the CALPAK, only the carrier. 6. Install ECM access cover. 7. Install ECM and perform a DIAGNOSTIC CIRCUIT CHECK to confirm proper installation. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Service and Repair > CALPAK > Page 3832 PROM - Programmable Read Only Memory: Service and Repair EEPROM CAUTION: The Erasable Programmable Read Only Memory (EEPROM) is a permanent memory that is physically soldered to the circuit boards within the computer. It is not serviceable and should not be removed for replacement. If COMPUTER replacement is performed, reprogramming of the EEPROM will be necessary. Failure to do this will cause the vehicle to have a no start or poor running condition. Reprogramming of the EEPROM is only possible with the Service Stall System (SSS) hardware available at authorized dealer locations. Check with a dealer before performing COMPUTER replacement or EEPROM reprogramming. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Service and Repair > CALPAK > Page 3833 PROM - Programmable Read Only Memory: Service and Repair EPROM REMOVAL: ^ DO NOT remove an EPROM from its packing material until you are ready to install it. DO NOT hold an EPROM by its pins. ^ Before entering a vehicle to remove or replace an EPROM, touch an exposed metal part of the vehicle to discharge any static charge from your body or use anti-static wrist straps. Avoid sliding across upholstery or carpeting when removing or installing an EPROM. If this is not possible, touch an exposed metal part of the vehicle with your free hand before removing or replacing an EPROM. ^ When available, use an antistatic grounding strap attached to your wrist and clipped to a metal part of the vehicle body to prevent static charges from accumulating. Antistatic conductive floormats are also available. ^ It may be desirable to remove the computer for EPROM replacement. ^ Remove computer access cover. ^ Unlock the locking levers by pressing outward toward the sides of the EPROM. ^ Remove EPROM from its socket INSTALLATION: EPROM/MEM-CAL Unit Installation ^ Install the replacement EPROM in the same direction. ^ VERY GENTLY PRESS down on the ends of the EPROM until the locking levers are rotated toward the sides of the EPROM. ^ NOTE: To avoid Computer damage, do not press on the ends of the EPROM until the levers snap into place. Do not use any vertical force beyond the minimum required to engage the EPROM into its socket. ^ While continuing light pressure on the ends of the EPROM, use your index fingers to press the locking levers inward until they are snapped into place. Listen for the click. ^ Install the access cover on the computer. ^ Perform FUNCTIONAL CHECK Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Service and Repair > CALPAK > Page 3834 PROM - Programmable Read Only Memory: Service and Repair MEMCAL CONDITION: When installing a service replacement computer, the use of incorrect MEMCAL installation procedures may cause the computer to fail before it can be installed in the vehicle. This condition may appear as if the computer were defective when shipped to the dealership, when in fact it was damaged while being installed. In addition this condition may also occur when installing an updated MEMCAL into the vehicles original equipment computer. CAUSE: Excessive vertical force may be applied to the MEMCAL resulting in flexing of the circuit board and damage to the connections between the circuit board and attached components. Excessive vertical force may be generated in two ways. ^ Incorrect MEMCAL installation procedures. ^ Interference between MEMCAL and cover. IMPORTANT CORRECTION: This procedure supersedes any instructions regarding MEMCAL installation dated prior to September 1990. 1. Inspect the MEMCAL to determine if a cork spacer is glued to the top side of the MEMCAL assembly. If so, remove it prior to installation. 2. Align small notches with matching notches in Computer MEMCAL socket. 3. VERY GENTLY PRESS down on the ends of the MEMCAL until the locking levers are rotated toward the sides of the MEMCAL. NOTE: To avoid computer damage, do not press on the ends of the MEMCAL until the levers snap into place. Do not use any vertical force beyond the minimum required to engage the MEMCAL into its socket. 4. While continuing light pressure on the ends of the MEMCAL, use your index fingers to press the locking levers inward until they are snapped into place. Listen for the click. 5. Install MEMCAL cover and install computer cover. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component Information > Service and Repair > CALPAK > Page 3835 PROM - Programmable Read Only Memory: Service and Repair PROM 1. Remove ECM from vehicle. 2. Remove ECM access cover. PROM Removal 3. Remove PROM using the rocker-type PROM removal tool shown. Engage one end of the PROM carrier with the hook end of the tool. Press on the vertical bar end of the tool and rock the engaged end of the PROM carrier up as far as possible. Engage the opposite end of the PROM carrier in the same manner and rock this end up as far as possible. Repeat this process until the PROM carrier and PROM are free of the PROM socket. The PROM carrier with the PROM in it should lift off of the PROM socket easily. 4. Inspect the reference end of the PROM carrier and carefully set aside. Do not remove the PROM from the carrier to confirm PROM correctness. The notch in the PROM is referenced to the small notch in the carrier. The small notch of the carrier must be aligned with the small notch in the socket. CAUTION: ANY TIME THE PROM IS INSTALLED BACKWARDS AND THE IGNITION SWITCH IS TURNED ON, THE PROM IS DESTROYED. 5. Install PROM by pressing on the PROM carrier until it is firmly seated in the socket. Do not press on the PROM, only the carrier. 6. Install ECM access cover. 7. Install ECM and perform a DIAGNOSTIC CIRCUIT CHECK to confirm proper installation. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain > Actuators and Solenoids - A/T > Shift Interlock Solenoid > Component Information > Locations > Component Locations LH Side Of I/P (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain > Actuators and Solenoids - A/T > Shift Interlock Solenoid > Component Information > Locations > Component Locations > Page 3843 Shift Interlock Solenoid: Connector Locations Behind LH Side Of I/P LH Side Of I/P (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain > Actuators and Solenoids - A/T > Shift Solenoid, A/T > Component Information > Specifications Shift Solenoid: Specifications Intermediate Servo Cover .................................................................................................................... ................................................................... 8 Ft. Lbs. Solenoid To Valve Body .................................. ....................................................................................................................................................... 8 Ft. Lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Locations > Component Locations Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Locations > Component Locations > Page 3851 LH Side Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Locations > Page 3852 Harness Connector Faces: Automatic Transaxle (Torque Converter Clutch Solenoid) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Locations > Page 3853 Torque Converter Clutch Solenoid: Description and Operation Torque Converter Clutch Solenoid PURPOSE: The Transmission Converter Clutch (TCC) feature eliminates the power loss of the torque converter stage when the vehicle is in a cruise mode. OPERATION: The TCC system uses a solenoid operated valve in the automatic transmission to couple the engine flexplate to the output shaft of the transaxle through the torque converter. This reduces the slippage losses in the converter, which increases fuel economy. For the converter clutch to apply, at least two conditions must be met. 1. Internal transmission fluid pressure must be correct. 2. The ECM/PCM completes a ground circuit to energize the TCC solenoid in the transmission, which moves a check ball in the fluid line. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Service and Repair > Torque Converter Clutch (TCC) Solenoid Torque Converter Clutch Solenoid: Service and Repair Torque Converter Clutch (TCC) Solenoid TORQUE CONVERTER CLUTCH (TCC) SOLENOID & SWITCHES Torque Converter Clutch Solenoid & Switches Auxiliary Valve Body, Valve Body And Oil Pump Assembly Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Service and Repair > Torque Converter Clutch (TCC) Solenoid > Page 3856 REMOVE OR DISCONNECT 1. Valve body cover. Refer to "Valve Body Cover". 2. Wiring harness from case electrical connector and leads from pressure switch. 3. Torque converter clutch solenoid bolt to auxiliary valve body. 4. 3rd clutch pressure switch. 5. Second clutch switch, if applicable. INSTALL OR CONNECT 1. Second clutch switch, if applicable. TIGHTEN ^ Switch to 11 Nm (97 lbs. in.). 2. 3rd clutch pressure switch. TIGHTEN ^ Switch to 11 Nm (97 lbs. in.). 3. Torque converter clutch solenoid bolt to auxiliary valve body. Install new O-ring. 4. Wire harness to case and switches. 5. Valve body cover with a new gasket. ADJUST ^ Fluid level. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Service and Repair > Torque Converter Clutch (TCC) Solenoid > Page 3857 Torque Converter Clutch Solenoid: Service and Repair Valve Body Cover VALVE BODY COVER Side Cover And Control Valve View REMOVE OR DISCONNECT 1. Raise vehicle and suitably support. 2. Drain oil. 3. Left front tire and wheel assembly. 4. Left splash shield. 5. Valve body cover to transaxle bolts. INSPECT ^ Bolts INSTALL OR CONNECT 1. Valve body cover with a new gasket and bolts. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Service and Repair > Torque Converter Clutch (TCC) Solenoid > Page 3858 Valve Body Cover NOTE: It is necessary to use GM thread locker (P/N 12345382) or equivalent non-locking sealant to reduce the potential for fluid leaks on the indicated bolts. 2. Left splash shield. 3. Left front tire and wheel assembly. 4. Lower vehicle. ADJUST: ^ Oil level. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and Solenoids - A/T > Shift Interlock Solenoid > Component Information > Locations > Component Locations LH Side Of I/P (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and Solenoids - A/T > Shift Interlock Solenoid > Component Information > Locations > Component Locations > Page 3865 Shift Interlock Solenoid: Connector Locations Behind LH Side Of I/P LH Side Of I/P (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and Solenoids - A/T > Shift Solenoid, A/T > Component Information > Specifications Shift Solenoid: Specifications Intermediate Servo Cover .................................................................................................................... ................................................................... 8 Ft. Lbs. Solenoid To Valve Body .................................. ....................................................................................................................................................... 8 Ft. Lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Locations > Component Locations Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Locations > Component Locations > Page 3873 LH Side Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Locations > Page 3874 Harness Connector Faces: Automatic Transaxle (Torque Converter Clutch Solenoid) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Locations > Page 3875 Torque Converter Clutch Solenoid: Description and Operation Torque Converter Clutch Solenoid PURPOSE: The Transmission Converter Clutch (TCC) feature eliminates the power loss of the torque converter stage when the vehicle is in a cruise mode. OPERATION: The TCC system uses a solenoid operated valve in the automatic transmission to couple the engine flexplate to the output shaft of the transaxle through the torque converter. This reduces the slippage losses in the converter, which increases fuel economy. For the converter clutch to apply, at least two conditions must be met. 1. Internal transmission fluid pressure must be correct. 2. The ECM/PCM completes a ground circuit to energize the TCC solenoid in the transmission, which moves a check ball in the fluid line. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Service and Repair > Torque Converter Clutch (TCC) Solenoid Torque Converter Clutch Solenoid: Service and Repair Torque Converter Clutch (TCC) Solenoid TORQUE CONVERTER CLUTCH (TCC) SOLENOID & SWITCHES Torque Converter Clutch Solenoid & Switches Auxiliary Valve Body, Valve Body And Oil Pump Assembly Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Service and Repair > Torque Converter Clutch (TCC) Solenoid > Page 3878 REMOVE OR DISCONNECT 1. Valve body cover. Refer to "Valve Body Cover". 2. Wiring harness from case electrical connector and leads from pressure switch. 3. Torque converter clutch solenoid bolt to auxiliary valve body. 4. 3rd clutch pressure switch. 5. Second clutch switch, if applicable. INSTALL OR CONNECT 1. Second clutch switch, if applicable. TIGHTEN ^ Switch to 11 Nm (97 lbs. in.). 2. 3rd clutch pressure switch. TIGHTEN ^ Switch to 11 Nm (97 lbs. in.). 3. Torque converter clutch solenoid bolt to auxiliary valve body. Install new O-ring. 4. Wire harness to case and switches. 5. Valve body cover with a new gasket. ADJUST ^ Fluid level. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Service and Repair > Torque Converter Clutch (TCC) Solenoid > Page 3879 Torque Converter Clutch Solenoid: Service and Repair Valve Body Cover VALVE BODY COVER Side Cover And Control Valve View REMOVE OR DISCONNECT 1. Raise vehicle and suitably support. 2. Drain oil. 3. Left front tire and wheel assembly. 4. Left splash shield. 5. Valve body cover to transaxle bolts. INSPECT ^ Bolts INSTALL OR CONNECT 1. Valve body cover with a new gasket and bolts. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Service and Repair > Torque Converter Clutch (TCC) Solenoid > Page 3880 Valve Body Cover NOTE: It is necessary to use GM thread locker (P/N 12345382) or equivalent non-locking sealant to reduce the potential for fluid leaks on the indicated bolts. 2. Left splash shield. 3. Left front tire and wheel assembly. 4. Lower vehicle. ADJUST: ^ Oil level. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Band, A/T > Component Information > Technical Service Bulletins > A/T - Revised Intermediate Band Friction Material Band: Technical Service Bulletins A/T - Revised Intermediate Band Friction Material Group Ref.: 7 - Transmission Bulletin No.: 477122 Date: June, 1994 INFORMATION SUBJECT: REVISED INTERMEDIATE BAND FRICTION MATERIAL MODELS: 1994 BUICK CENTURY AND SKYLARK 1994 CHEVROLET CAVALIER, CORSICA, BERETTA AND LUMINA MINIVAN 1994 OLDSMOBILE CUTLASS CIERA, ACHIEVA AND SILHOUETTE 1994 PONTIAC SUNBIRD, GRAND AM AND TRANS SPORT TRANSAXLE APPLICATIONS: HYDRA-MATIC 3T40 (RPO MD9) TRANSAXLE MODELS: ALL 1994 3T40 MODELS A revised Intermediate Band was introduced at the start of 1994 model year production. The Intermediate Band friction material was changed from a brown material to a gray/black material. This change was made to enhance durability. When servicing a 1994 Hydra-Matic 3T40 transaxle, do NOT assume that the Intermediate Band is burned/damaged due to its dark color. This dark color is normal. Inspect the Intermediate Band for scoring, chunking or heavily worn friction material. Inspect the Direct Clutch Housing and Drum Assembly for scoring or signs of excessive heat. The Intermediate Band and/or Direct Clutch Housing and Drum Assembly should be replaced ONLY if the above listed damage is found. This revised Intermediate Band will service all past model Hydra-Matic 3T40 transaxles and will supersede the previous Intermediate Band when service stock is depleted. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Band Apply Servo, A/T > Component Information > Service and Repair Band Apply Servo: Service and Repair 1. Raise and support vehicle. 2. Remove transaxle oil pan and gasket, then remove screen and O-ring. 3. Remove reverse oil pipe retaining brackets, intermediate servo cover and gasket. 4. Remove accumulator valve and spring. 5. Remove intermediate servo assembly. 6. Reverse procedure to install. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Bell Housing, A/T > Component Information > Specifications Bell Housing: Specifications Converter Shield .................................................................................................................................. ............................................................... 97 Inch Lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Brake Switch - TCC > Component Information > Locations > Component Locations Brake Switch - TCC: Component Locations Below LH Side Of I/P (Manual) Below LH Side Of I/P (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Brake Switch - TCC > Component Information > Locations > Component Locations > Page 3895 Brake Switch - TCC: Connector Locations Below LH Side Of I/P (Automatic) Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Brake Switch - TCC > Component Information > Locations > Page 3896 Harness Connector Faces: Brake Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Case, A/T > Component Information > Service and Repair Case: Service and Repair TRANSAXLE SIDE CASE COVER 1. Remove valve body cover and gasket as described under Valve Body. See: Valve Body/Service and Repair 2. Loosen lefthand side drive axle nut one turn. 3. Remove left side brake caliper and rotor. 4. Remove drive axle shaft nut and washer. 5. Loosen hub/bearing to knuckle attaching bolts 6. Using front hub spindle remover tool No. J-28733-A or equivalent, push axle splines back out of hub bearing. 7. Remove hub/bearing to knuckle attaching bolts. Protect axle seals from damage during handling. 8. Remove ABS sensor mounting bolt and position aside to prevent damage. 9. Remove hub/bearing assembly. 10. Using axle shaft remover tool No. J-33008 and slide hammer tool No. J-2619-01 or equivalents, remove left side axle shaft from transaxle. 11. Disconnect TCC wires from case connector. 12. Remove auxiliary valve body and control valve assembly. Do not lose check balls. 13. Remove oil pump drive shaft. 14. Remove shifter bracket bolts and position bracket aside. 15. Remove manual valve linkage, spacer plate and gaskets. 16. Remove side case cover attaching bolts and manual valve. 17. Check drive link as follows: a. Midway between sprockets, and at right angles to drive link, push bottom strand of the drive link until all slack is removed and mark case with a pencil on bottom side of drive link. b. Push bottom strand up in the same manner and put a second mark on the case, ensure both marks are made at the same point on the chain. c. Measure distance between two marks. d. If distance exceeds 7/8 inch, replace drive link. 18. Reverse procedure to install. Using a new drive axle nut and tighten to specification. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Channel Plate, A/T > Component Information > Technical Service Bulletins > A/T Control - DTC P0756 Diagnostic Tips Channel Plate: Technical Service Bulletins A/T Control - DTC P0756 Diagnostic Tips INFORMATION Bulletin No.: 01-07-30-036H Date: January 29, 2009 Subject: Diagnostic Tips for Automatic Transmission DTC P0756, Second, Third, Fourth Gear Start Models: 2009 and Prior GM Passenger Cars and Light Duty Trucks 2009 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X with 4L60-E, 4L65-E or 4L70E Automatic Transmission (RPOs M30, M32 or M70) Supercede: This bulletin is being revised to add the 2009 model year and add details regarding spacer plates. Please discard Corporate Bulletin Number 01-07-30-036G (Section 07 - Transmission/Transaxle). Some dealership technicians may have difficulty diagnosing DTC P0756, 2-3 Shift Valve Performance on 4L60-E, 4L65-E or 4L70E automatic transmissions. As detailed in the Service Manual, when the PCM detects a 4-3-3-4 shift pattern, DTC P0756 will set. Some customers may also describe a condition of a second, third or fourth gear start that may have the same causes but has not set this DTC yet. Below are some tips when diagnosing this DTC: ^ This is a performance code. This means that a mechanical malfunction exists. ^ This code is not set by electrical issues such as a damaged wiring harness or poor electrical connections. Electrical problems would cause a DTC P0758, P0787 or P0788 to set. ^ The most likely cause is chips/debris plugging the filtered AFL oil at orifice # 29 on the top of the spacer plate (48). This is a very small hole and is easily plugged by a small amount of debris. It is important to remove the spacer plate and inspect orifice # 29 and the immediate area for the presence of chips/debris. Also, the transmission case passage directly above this orifice and the valve body passage directly below should be inspected and cleaned of any chips/debris. For 2003 and newer vehicles the spacer plate should be replaced. The service replacement spacer plate is a bonded style with gaskets and solenoid filter screens bonded to the spacer plate. These screens can help to prevent plugging of orifice # 29 caused by small debris or chips. ^ This code could be set if the 2-3 shift valve (368) were stuck or hung-up in its bore. Inspect the 2-3 shift valve (368) and the 2-3 shuttle valve (369) for free movement or damage and clean the valves, the bore and the valve body passages. ^ This code could be set by a 2-3 shift solenoid (367b) if it were cracked, broken or leaking. Refer to Shift Solenoid Leak Test in the appropriate Service Manual for the leak test procedure. Based on parts return findings, a damaged or leaking shift solenoid is the least likely cause of this condition. Simply replacing a shift solenoid will not correct this condition unless the solenoid has been found to be cracked, broken or leaking. It is important to also refer to the appropriate Service Manual or Service Information (SI) for further possible causes of this condition. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Clutch, A/T > Component Information > Technical Service Bulletins > Customer Interest for Clutch: > 08-07-30-027 > Jun > 08 > A/T - No Movement in Drive or 3rd Gear Clutch: Customer Interest A/T - No Movement in Drive or 3rd Gear TECHNICAL Bulletin No.: 08-07-30-027 Date: June 04, 2008 Subject: No Movement When Transmission is Shifted to Drive or Third - Normal Operation When Shifted to Second, First or Reverse (Replace Forward Sprag Assembly) Models: 1982 - 2005 GM Passenger Cars and Light Duty Trucks 2006 - 2007 Buick Rainier 2006 Cadillac Escalade, Escalade ESV, Escalade EXT 2006 Chevrolet SSR 2006 - 2008 Chevrolet Avalanche, Colorado, Express, Silverado Classic, Silverado, Suburban, Tahoe, TrailBlazer 2006 GMC Yukon Denali, Yukon Denali XL 2006 - 2008 GMC Canyon, Envoy, Savana, Sierra Classic, Sierra, Yukon, Yukon XL 2006 Pontiac GTO 2006 - 2007 HUMMER H2 2006 - 2008 HUMMER H3 2006 - 2008 Saab 9-7X with 4L60, 4L60E, 4L65E or 4L70E Automatic Transmission (RPOs MD8, M30, M32, M33 or M70) Condition Some customers may comment that the vehicle has no movement when the transmission is shifted to DRIVE or THIRD position, but there is normal operation when it is shifted to SECOND, FIRST or REVERSE position. Cause This condition may be caused by a damaged forward sprag assembly (642). Correction When inspecting the sprag, it is important to test the sprag for proper operation by holding the outer race (644) with one hand while rotating the input sun gear (640) with the other hand. The sun gear should rotate only in the counterclockwise direction with the input sun gear facing upward. If the sprag rotates in both directions or will not rotate in either direction, the sprag elements should be inspected by removing one of the sprag assembly retaining rings (643). Refer to SI Unit Repair section for forward clutch sprag disassembly procedures. If the sprag is found to be damaged, make repairs to the transmission as necessary. A new forward roller clutch sprag assembly is now available from GMSPO. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Clutch, A/T > Component Information > Technical Service Bulletins > Customer Interest for Clutch: > 08-07-30-027 > Jun > 08 > A/T - No Movement in Drive or 3rd Gear > Page 3912 If clutch debris is found, it is also very important to inspect the Pressure Control (PC) solenoid valve (377) fluid screens. Clean or replace the PC solenoid (377) as necessary. It is also important to flush and flow check the transmission oil cooler using J45096. Refer to SI Automatic Transmission Oil Cooler Flushing and Flow Test for the procedure. The notches above each sprag must point up as shown when assembled into the outer race. Bearing Assembly, Input Sun Gear Snap Ring, Overrun Clutch Hub Retaining Hub, Overrun Clutch Wear Plate, Sprag Assembly Retainer and Race Assembly, Sprag Forward Sprag Assembly Retainer Rings, Sprag Assembly Outer Race, Forward Clutch Washer, Thrust (Input Carrier to Race) The following information applies when this sprag is used in 1982-86 transmissions. The new design sprag can be used on models 1982 through 1986, by replacing the entire assembly (637 - 644). Individual components are NOT Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Clutch, A/T > Component Information > Technical Service Bulletins > Customer Interest for Clutch: > 08-07-30-027 > Jun > 08 > A/T - No Movement in Drive or 3rd Gear > Page 3913 interchangeable. Important: The wear plate (640) and input thrust washer (660) are not required with the new sprag. Use of the thrust washer and wear plate with the new sprag assembly will cause a misbuild (correct end play cannot be obtained). Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Clutch, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Clutch: > 08-07-30-027 > Jun > 08 > A/T - No Movement in Drive or 3rd Gear Clutch: All Technical Service Bulletins A/T - No Movement in Drive or 3rd Gear TECHNICAL Bulletin No.: 08-07-30-027 Date: June 04, 2008 Subject: No Movement When Transmission is Shifted to Drive or Third - Normal Operation When Shifted to Second, First or Reverse (Replace Forward Sprag Assembly) Models: 1982 - 2005 GM Passenger Cars and Light Duty Trucks 2006 - 2007 Buick Rainier 2006 Cadillac Escalade, Escalade ESV, Escalade EXT 2006 Chevrolet SSR 2006 - 2008 Chevrolet Avalanche, Colorado, Express, Silverado Classic, Silverado, Suburban, Tahoe, TrailBlazer 2006 GMC Yukon Denali, Yukon Denali XL 2006 - 2008 GMC Canyon, Envoy, Savana, Sierra Classic, Sierra, Yukon, Yukon XL 2006 Pontiac GTO 2006 - 2007 HUMMER H2 2006 - 2008 HUMMER H3 2006 - 2008 Saab 9-7X with 4L60, 4L60E, 4L65E or 4L70E Automatic Transmission (RPOs MD8, M30, M32, M33 or M70) Condition Some customers may comment that the vehicle has no movement when the transmission is shifted to DRIVE or THIRD position, but there is normal operation when it is shifted to SECOND, FIRST or REVERSE position. Cause This condition may be caused by a damaged forward sprag assembly (642). Correction When inspecting the sprag, it is important to test the sprag for proper operation by holding the outer race (644) with one hand while rotating the input sun gear (640) with the other hand. The sun gear should rotate only in the counterclockwise direction with the input sun gear facing upward. If the sprag rotates in both directions or will not rotate in either direction, the sprag elements should be inspected by removing one of the sprag assembly retaining rings (643). Refer to SI Unit Repair section for forward clutch sprag disassembly procedures. If the sprag is found to be damaged, make repairs to the transmission as necessary. A new forward roller clutch sprag assembly is now available from GMSPO. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Clutch, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Clutch: > 08-07-30-027 > Jun > 08 > A/T - No Movement in Drive or 3rd Gear > Page 3919 If clutch debris is found, it is also very important to inspect the Pressure Control (PC) solenoid valve (377) fluid screens. Clean or replace the PC solenoid (377) as necessary. It is also important to flush and flow check the transmission oil cooler using J45096. Refer to SI Automatic Transmission Oil Cooler Flushing and Flow Test for the procedure. The notches above each sprag must point up as shown when assembled into the outer race. Bearing Assembly, Input Sun Gear Snap Ring, Overrun Clutch Hub Retaining Hub, Overrun Clutch Wear Plate, Sprag Assembly Retainer and Race Assembly, Sprag Forward Sprag Assembly Retainer Rings, Sprag Assembly Outer Race, Forward Clutch Washer, Thrust (Input Carrier to Race) The following information applies when this sprag is used in 1982-86 transmissions. The new design sprag can be used on models 1982 through 1986, by replacing the entire assembly (637 - 644). Individual components are NOT Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Clutch, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Clutch: > 08-07-30-027 > Jun > 08 > A/T - No Movement in Drive or 3rd Gear > Page 3920 interchangeable. Important: The wear plate (640) and input thrust washer (660) are not required with the new sprag. Use of the thrust washer and wear plate with the new sprag assembly will cause a misbuild (correct end play cannot be obtained). Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Automatic Transmission Dipstick - Dipstick Tube > Component Information > Specifications Automatic Transmission Dipstick - Dipstick Tube: Specifications Fill Tube Bolt ........................................................................................................................................ ................................................................ 31 Ft. Lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid - A/T > Component Information > Technical Service Bulletins > A/T - DEXRON(R)-VI Fluid Information Fluid - A/T: Technical Service Bulletins A/T - DEXRON(R)-VI Fluid Information INFORMATION Bulletin No.: 04-07-30-037E Date: April 07, 2011 Subject: Release of DEXRON(R)-VI Automatic Transmission Fluid (ATF) Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2007 Saturn Relay 2005 and Prior Saturn L-Series 2005-2007 Saturn ION 2005-2008 Saturn VUE with 4T45-E 2005-2008 Saab 9-7X Except 2008 and Prior Chevrolet Aveo, Equinox Except 2006 and Prior Chevrolet Epica Except 2007 and Prior Chevrolet Optra Except 2008 and Prior Pontiac Torrent, Vibe, Wave Except 2003-2005 Saturn ION with CVT or AF23 Only Except 1991-2002 Saturn S-Series Except 2008 and Prior Saturn VUE with CVT, AF33 or 5AT (MJ7/MJ8) Transmission Only Except 2008 Saturn Astra Attention: DEXRON(R)-VI Automatic Transmission Fluid (ATF) is the only approved fluid for warranty repairs for General Motors transmissions/transaxles requiring DEXRON(R)-III and/or prior DEXRON(R) transmission fluids. Supercede: This bulletin is being revised to update information. Please discard Corporate Bulletin Number 04-07-30-037D (Section 07 - Transmission/Transaxle). MANUAL TRANSMISSIONS / TRANSFER CASES and POWER STEERING The content of this bulletin does not apply to manual transmissions or transfer cases. Any vehicle that previously required DEXRON(R)-III for a manual transmission or transfer case should now use P/N 88861800. This fluid is labeled Manual Transmission and Transfer Case Fluid. Some manual transmissions and transfer cases require a different fluid. Appropriate references should be checked when servicing any of these components. Power Steering Systems should now use P/N 9985010 labeled Power Steering Fluid. Consult the Parts Catalog, Owner's Manual, or Service Information (SI) for fluid recommendations. Some of our customers and/or General Motors dealerships/Saturn Retailers may have some concerns with DEXRON(R)-VI and DEXRON(R)-III Automatic Transmission Fluid (ATF) and transmission warranty claims. DEXRON(R)-VI is the only approved fluid for warranty repairs for General Motors transmissions/transaxles requiring DEXRON(R)-III and/or prior DEXRON(R) transmission fluids (except as noted above). Please remember that the clean oil reservoirs of the J-45096 - Flushing and Flow Tester machine should be purged of DEXRON(R)-III and filled with DEXRON(R)-VI for testing, flushing or filling General Motors transmissions/transaxles (except as noted above). DEXRON(R)-VI can be used in any proportion in past model vehicles equipped with an automatic transmission/transaxle in place of DEXRON(R)-III (i.e. topping off the fluid in the event of a repair or fluid change). DEXRON(R)-VI is also compatible with any former version of DEXRON(R) for use in automatic transmissions/transaxles. DEXRON(R)-VI ATF General Motors Powertrain has upgraded to DEXRON(R)-VI ATF with the start of 2006 vehicle production. Current and prior automatic transmission models that had used DEXRON(R)-III must now only use DEXRON(R)-VI. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid - A/T > Component Information > Technical Service Bulletins > A/T - DEXRON(R)-VI Fluid Information > Page 3928 All 2006 and future model transmissions that use DEXRON(R)-VI are to be serviced ONLY with DEXRON(R)-VI fluid. DEXRON(R)-VI is an improvement over DEXRON(R)-III in the following areas: * These ATF change intervals remain the same as DEXRON(R)-III for the time being. 2006-2008 Transmission Fill and Cooler Flushing Some new applications of the 6L80 six speed transmission will require the use of the J 45096 Flushing and Flow Tester to accomplish transmission fluid fill. The clean oil reservoir of the machine should be purged of DEXRON(R)-III and filled with DEXRON(R)-VI. Parts Information Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid - A/T > Component Information > Technical Service Bulletins > A/T - DEXRON(R)-VI Fluid Information > Page 3929 Fluid - A/T: Technical Service Bulletins A/T - Water Or Coolant Contamination Information INFORMATION Bulletin No.: 08-07-30-035B Date: November 01, 2010 Subject: Information on Water or Ethylene Glycol in Transmission Fluid Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks with Automatic Transmission Supercede: This bulletin is being revised to update model years. Please discard Corporate Bulletin Number 08-07-30-035A (Section 07 - Transmission/Transaxle). Water or ethylene glycol in automatic transmission fluid (ATF) is harmful to internal transmission components and will have a negative effect on reliability and durability of these parts. Water or ethylene glycol in ATF will also change the friction of the clutches, frequently resulting in shudder during engagement or gear changes, especially during torque converter clutch engagement. Indications of water in the ATF may include: - ATF blowing out of the transmission vent tube. - ATF may appear cloudy or, in cases of extreme contamination, have the appearance of a strawberry milkshake. - Visible water in the oil pan. - A milky white substance inside the pan area. - Spacer plate gaskets that appear to be glued to the valve body face or case. - Spacer plate gaskets that appear to be swollen or wrinkled in areas where they are not compressed. - Rust on internal transmission iron/steel components. If water in the ATF has been found and the source of the water entry has not been identified, or if a leaking in-radiator transmission oil cooler is suspected (with no evidence of cross-contamination in the coolant recovery reservoir), a simple and quick test kit is available that detects the presence of ethylene glycol in ATF. The "Gly-Tek" test kit, available from the Nelco Company, should be obtained and the ATF tested to make an accurate decision on the need for radiator replacement. This can help to prevent customer comebacks if the in-radiator transmission oil cooler is leaking and reduce repair expenses by avoiding radiator replacement if the cooler is not leaking. These test kits can be obtained from: Nelco Company Test kits can be ordered by phone or through the website listed above. Orders are shipped standard delivery time but can be shipped on a next day delivery basis for an extra charge. One test kit will complete 10 individual fluid sample tests. For vehicles repaired under warranty, the cost of the complete test kit plus shipping charges should be divided by 10 and submitted on the warranty claim as a net item. The transmission should be repaired or replaced based on the normal cost comparison procedure. Important If water or coolant is found in the transmission, the following components MUST be replaced. - Replace all of the rubber-type seals. - Replace all of the composition-faced clutch plates and/or bands. - Replace all of the nylon parts. - Replace the torque converter. - Thoroughly clean and rebuild the transmission, using new gaskets and oil filter. Important The following steps must be completed when repairing or replacing. Flush and flow check the transmission oil cooler using J 45096. Refer to Corporate Bulletin Number 02-07-30-052F- Automatic Transmission Oil Cooler Flush and Flow Test Essential Tool J 45096 TransFlow. - Thoroughly inspect the engine cooling system and hoses and clean/repair as necessary. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid - A/T > Component Information > Technical Service Bulletins > A/T - DEXRON(R)-VI Fluid Information > Page 3930 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid - A/T > Component Information > Technical Service Bulletins > A/T - DEXRON(R)-VI Fluid Information > Page 3931 Fluid - A/T: Technical Service Bulletins A/T - DEXRON III Fluid Introduction File In Section: 0 - General Information Bulletin No.: 57-02-01 Date: March, 1995 SERVICE MANUAL UPDATE Subject: Section 0 - General Information - DEXRON(R)-III Transmission Fluid Introduction Models: 1995 and Prior Passenger Cars and Trucks General Motors has phased in a new automatic transmission fluid, DEXRON(R)-III, that does not need replacing under normal service. DEXRON(R)-III is designed to help the transmission deliver the best possible performance under all conditions. Refer to Figure 1. The improvements in DEXRON(R)-III include better friction stability, more high temperature oxidation stability and better material compatibility. DEXRON(R)-III has the same low temperature fluidity as DEXRON(R)-IIE, for better transmission performance in cold weather. DEXRON(R)-IIE and DEXRON(R)-III are fully compatible. DEXRON(R)-III is fully compatible with any General Motors passenger vehicle or light truck with automatic transmission and built since 1949. Dealers should require their supplier to include the DEXRON(R)-III license number on all automatic transmission fluid invoices. Starting February 1, 1994 DEXRON(R)-III was phased into all North American assembly plants. DEXRON(R)-III fluid is available from GMSPO (see fluid numbers below): U.S. 1 Quart 12346143 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid - A/T > Component Information > Technical Service Bulletins > A/T - DEXRON(R)-VI Fluid Information > Page 3932 1 Gallon 12346144 55 Gallon 12346145 In Canada 1 Liter 10952622 4 Liter 10952623 200 Liter 10952624 The 1995 Automatic Transmission/Transaxle fluid change intervals are the following: (1994 and prior should use the schedules as written in the Owner's Manual.) If the vehicle is mainly driven under one or more of these conditions: In heavy city traffic where the outside temperature regularly reaches 90°F (32°C) or higher. In hilly or mountainous terrain. When doing frequent trailer towing. Uses such as found in taxi, police car or delivery service. Change the fluid and filter every 50,000 miles (63,000 km). If the vehicle is not used mainly under any of these conditions, the fluid and filter do not require periodic changing for vehicles under 8,600 GVWR. Vehicles over 8,600 GVWR change the fluid and filter every 50,000 miles (83,000 km) regardless of driving conditions. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid - A/T > Component Information > Specifications > Capacity Specifications Fluid - A/T: Capacity Specifications CAPACITIES ....................................................................................................................................... ................................................................ QUARTS Pan Capacity ....................................................................................................................................... .............................................................................. 4.0 Total (Overhaul) Capacity Without Torque Converter ............................................................................................................................................. ................................................. 7.0 With Torque Converter ................................................................ ................................................................................................................................... 9.0 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid - A/T > Component Information > Specifications > Capacity Specifications > Page 3935 Fluid - A/T: Fluid Type Specifications Fluid Type ............................................................................................................................................ ................................................................ Dexron IIE Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid - A/T > Component Information > Specifications > Page 3936 Fluid - A/T: Service and Repair NOTE: Use only Dexron IIE automatic transmission fluid To check fluid, drive vehicle for at least 15 minutes to bring fluid to operating temperature (200°F). With vehicle on a level surface and engine idling in Park and parking brake applied, the level on the dipstick should be at the ``Full'' mark. To bring the fluid level from the ADD mark to the FULL mark requires one pint of fluid. If vehicle cannot be driven sufficiently to bring fluid to operating temperature, the level on the dipstick should be between the two dimples on the dipstick with fluid temperature at 70°F. Note that the two dimples are located above the FULL mark. If additional fluid is required, use only Dexron II automatic transmission fluid. An early change to a darker color from the usual red color and or a strong odor that is usually associated with overheated fluid is normal and should not be considered as a positive sign of required maintenance or unit failure. When adding fluid, do not overfill, as foaming and loss of fluid through the vent may occur as the fluid heats up. Also, if fluid level is too low, complete loss of drive may occur especially when cold, which can cause transmission failure. Every 100,000 miles, the oil should be drained, the oil pan removed, the screen cleaned and fresh fluid added. For vehicles subjected to more severe use such as heavy city traffic especially in hot weather, prolonged periods of idling or towing, this maintenance should be performed every 15,000 miles. 1. Raise and support vehicle, then position drain pan under oil pan. 2. Remove front and side oil pan attaching bolts, then loosen rear pan attaching bolts. 3. Carefully pry oil pan loose from transaxle case and allow fluid to drain. 4. Remove remaining attaching bolt, oil pan and gasket. Thoroughly clean pan before reinstalling. 5. Remove and discard screen and O-ring seal. 6. Install replacement screen and O-ring seal, locating screen against dipstick stop. 7. Install gasket on oil pan, then install pan and torque attaching bolts to 8 ft. lbs. 8. Lower vehicle and add approximately 4 qts. of fluid. 9. With selector in park, parking brake applied and engine at idle speed and operating temperature, check fluid level and add fluid as necessary. Do not race engine. Move shift lever through ranges, then back to ``Park'' position. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Filter - A/T > Component Information > Technical Service Bulletins > A/T - Transaxle Oil Filter Differences Fluid Filter - A/T: Technical Service Bulletins A/T - Transaxle Oil Filter Differences GROUP REF.: Transmission BULLETIN NO.: 477103 DATE: March, 1994 SUBJECT: TRANSAXLE OIL FILTER DIFFERENCES MODELS: 1985-94 PASSENGER CARS AND U VANS WITH 4T60 OR 4T60-E TRANSAXLES TRANSAXLE APPLICATIONS: HYDRA-MATIC 4T60 (RPO ME9) HYDRA-MATIC 4T60-E (RPO M13) TRANSAXLE MODELS: ALL At the start of the 1993 model year, 4T6O transaxle oil filters were revised in appearance. This revision made the 4T60 transaxle oil filter similar in appearance to the 4T60-E transaxle oil filter. Current and previous design 4T6O transaxle oil filters can be used on any 4T6O transaxle. 4T60 and 4T60-E transaxle oil filters are NOT interchangeable. Refer to the current GMSPO catalog for 4T60 and 4T60-E transaxle oil filter part numbers. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Line/Hose, A/T > Component Information > Specifications Fluid Line/Hose: Specifications Auxiliary Oil Cooler Bolts ..................................................................................................................... ................................................................ 12 in. lbs. Oil Cooler Line To Radiator ................................ ................................................................................................................................................. 23 Ft. Lbs. Oil Cooler Line To Transaxle Case .............................................................................................. ........................................................................ 16 Ft. Lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Pan, A/T > Component Information > Specifications Fluid Pan: Specifications Oil Pan & Valve Body Cover ................................................................................................................ ........................................................... 133 Inch Lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Pressure Sensor/Switch, A/T > Component Information > Specifications Fluid Pressure Sensor/Switch: Specifications Pressure Switch ................................................................................................................................... .................................................................... 8 Ft. Lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Pump, A/T > Component Information > Specifications Fluid Pump: Specifications Pump Cover To Case Cover (6mm) .................................................................................................... .................................................................... 8 Ft. Lbs. Pump Cover To Case Cover (8mm) ............... ....................................................................................................................................................... 18 Ft. Lbs. Pump Cover To Valve Body ................................................................................................... ................................................................................ 8 Ft. Lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Governor, A/T > Component Information > Specifications Governor: Specifications Governor Cover To Case .................................................................................................................... ............................................................. 133 Inch Lbs. Speedometer Driven Gear To Governor Cover .................................................................................................................................................. 75 Inch Lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Governor, A/T > Component Information > Specifications > Page 3956 Governor: Service and Repair Fig. 11 Governor Assembly REPLACE 1. Raise and support vehicle. 2. Remove engine to transaxle brace attaching bolts, then the heat shield if equipped. 3. Remove speedometer cable or wire connector from transaxle. 4. Remove speedometer driven gear and sleeve assembly or speed sensor if equipped. 5. Remove governor cover and O-ring. 6. Remove speedometer drive gear thrust washer and gear, then the governor assembly, Fig. 11. 7. Reverse procedure to install. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Lamps and Indicators A/T > Shift Indicator > Component Information > Description and Operation Shift Indicator: Description and Operation DESCRIPTION This lamp is used on most models equipped with manual transmission. OPERATION The Upshift lamp is illuminated to inform the driver of ideal shift points, with improved fuel economy as the specific objective. When the light is illuminated, the transmission should be shifted to the next highest gear, if driving conditions permit such an action. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Lamps and Indicators A/T > Shift Indicator > Component Information > Description and Operation > Page 3961 Shift Indicator: Service and Repair If upshift indicator is not working properly, perform the following test. 1. Disconnect ECM connector C1. 2. Place ignition switch in run. 3. Measure voltage at terminal A2 of ECM connector. 4. If battery voltage is present, further ECM diagnosis is necessary. 5. If battery voltage is not present, repair open circuit in brown/black wire, circuit 456. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Output Shaft, A/T > Component Information > Technical Service Bulletins > A/T - 2-3 Upshift or 3-2 Downshift Clunk Noise Output Shaft: Technical Service Bulletins A/T - 2-3 Upshift or 3-2 Downshift Clunk Noise INFORMATION Bulletin No.: 01-07-30-042F Date: February 05, 2010 Subject: Information on 2-3 Upshift or 3-2 Downshift Clunk Noise Models: 2010 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2, H3 2005-2009 Saab 9-7X with 4L60-E, 4L65-E or 4L70-E Automatic Transmission (RPOs M30, M32, M70) Supercede: This bulletin is being revised to add the 2010 model year and 4L70E transmission. Please discard Corporate Bulletin Number 01-07-30-042E (Section 07 - Transmission/Transaxle). Important For 2005 model year fullsize utilities and pickups, refer to Corporate Bulletin 05-07-30-012. Some vehicles may exhibit a clunk noise that can be heard on a 2-3 upshift or a 3-2 downshift. During a 2-3 upshift, the 2-4 band is released and the 3-4 clutch is applied. The timing of this shift can cause a momentary torque reversal of the output shaft that results in a clunk noise. This same torque reversal can also occur on a 3-2 downshift when the 3-4 clutch is released and the 2-4 band applied. This condition may be worse on a 4-wheel drive vehicle due to the additional tolerances in the transfer case. This is a normal condition. No repairs should be attempted. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Parking Pawl, A/T > Component Information > Technical Service Bulletins > A/T - Grinding/Growling Noise in Park on Incline Parking Pawl: Technical Service Bulletins A/T - Grinding/Growling Noise in Park on Incline INFORMATION Bulletin No.: 99-07-30-030F Date: May 01, 2008 Subject: Grinding and/or Growling Noise in Park on Incline Models: 2009 and Prior Passenger Cars and Light Duty Trucks (Including Saturn) with Hydra-Matic Front Wheel Drive (FWD) Automatic Transmissions Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 99-07-30-030E (Section 07 - Transmission/Transaxle). Service Information Owners of some vehicles equipped with Hydra-Matic front wheel drive transaxles may comment on a grinding and/or growling noise that is noticeable when standing in PARK on a hill or slope with the engine running and the parking brake not applied. Under these conditions, the weight of the vehicle puts a load on the parking pawl which can create a "ground-out" path through the drive axles, front struts, springs and spring towers. Normal engine noise can be transmitted to the passenger compartment through the "ground-out" path. Owners concerned about this condition should be advised to apply the parking brake prior to shifting into PARK. This is the recommended procedure described in the Owners Manual. Applying the parking brake first will put the load of the vehicle on the rear brakes rather than on the parking pawl. Refer the owner to the appropriate Owner Manual for additional details and instructions. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Parking Pawl, A/T > Component Information > Technical Service Bulletins > Page 3970 Parking Pawl: Service and Repair REPLACE 1. Raise and support vehicle. 2. Remove transaxle oil pan. 3. Remove oil strainer and filter seal. 4. Remove fluid level indicator stop. 5. Remove rod retainer and parking lock bracket. 6. Remove clip, pin, rod and spring. 7. Reverse procedure to install. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Brake Switch - TCC > Component Information > Locations > Component Locations Brake Switch - TCC: Component Locations Below LH Side Of I/P (Manual) Below LH Side Of I/P (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Brake Switch - TCC > Component Information > Locations > Component Locations > Page 3976 Brake Switch - TCC: Connector Locations Below LH Side Of I/P (Automatic) Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Brake Switch - TCC > Component Information > Locations > Page 3977 Harness Connector Faces: Brake Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Fluid Pressure Sensor/Switch, A/T > Component Information > Specifications Fluid Pressure Sensor/Switch: Specifications Pressure Switch ................................................................................................................................... .................................................................... 8 Ft. Lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Component Locations LH Rear Of Engine Compartment (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Component Locations > Page 3985 LH Rear Of Engine Compartment (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Page 3986 Harness Connector Faces: Park/Neutral Position Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Page 3987 Transmission Position Switch/Sensor: Description and Operation Park/Neutral Switch (Auto. Trans) PURPOSE: The PARK/NEUTRAL (P/N) switch indicates to the computer when the transmission is in PARK or NEUTRAL. This information is used by the ECM for Idle Air Control (IAC), Torque Converter Clutch (TCC) and Exhaust Gas Recirculation (EGR) operation. OPERATION: The P/N switch contacts are a part of the neutral switch and are closed to ground in park or neutral and open in drive ranges and reverse. The ECM supplies ignition voltage through a current limiting resistor to the switch and senses a closed circuit when voltage drops to less than 1 volt. NOTE: DO NOT drive the vehicle with the PARK/NEUTRAL switch disconnected, since idle quality may be affected. LOCATION: Top of transaxle. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Page 3988 Transmission Position Switch/Sensor: Testing and Inspection Chart C-1A Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Page 3989 Park/Neutral Position Switch Circuit Circuit Description: The Park/Neutral Position (PNP) switch contacts shown are a part of the Park/Neutral position switch and are closed to ground in park or neutral, and open in drive ranges. The PCM supplies ignition voltage through a pull up resistor to CKT 434 and senses a closed switch when the voltage on CKT 434 drops to less than one volt. The PCM uses the PNP signal as one of the inputs to control: ^ Idle speed. ^ VSS diagnostics. ^ EGR. If CKT 434 indicates PNP (grounded), while in drive range, the EGR would be inoperative, resulting in possible detonation. If CKT 434 indicates drive (open) a sag in the idle may occur when the gear selector is moved into drive range. Test Description: Number(s) below refer to circled number(s) on the diagnostic chart. 1. Checks for a closed switch to ground in park position. Different makes of scan toots will display the PNP switch differently. Refer to tool operator's manual for type of display used for a specific tool. 2. Checks for an open switch in drive range. 3. Be sure Tech 1 scan tool indicates drive, even while wiggling shifter, to test for an intermittent or misadjusted switch in drive range. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Interlock, A/T > Shift Interlock Cable > Component Information > Adjustments Shift Interlock Cable: Adjustments Fig. 3 Terminal Stop Position. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Interlock, A/T > Shift Interlock Cable > Component Information > Adjustments > Page 3994 Fig. 4 Park/Lock Cable Position. 1. Place floor shift lever in Park. 2. Turn steering column lock cylinder to lock. 3. Unseat body housing lock from body housing. 4. With body housing still attached to shift control mounting bracket, adjust outer cable conduit to obtain proper location for white plastic housing in the ignition switch, Fig. 3. 5. White plastic collar must either be flush or recessed approximately 0.04 inch within ignition park lock housing, Fig. 4. 6. While holding outer cable conduit in position, seat body housing lock in body housing. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Interlock, A/T > Shift Interlock Cable > Component Information > Adjustments > Page 3995 Shift Interlock Cable: Service and Repair REMOVAL 1. Remove steering wheel. 2. Place key in RUN position, then disconnect park lock cable from lock cylinder housing assembly. 3. On models with column shift, disconnect park lock cable from shift gate assembly. INSTALLATION 1. Place key in RUN position and shift lever in PARK position. 2. Snap connector body of cable assembly to lock cylinder, ensuring locking tab is fully engaged into lock cylinder housing. 3. On models with column shift, place key in Off-Lock position and pull key half way out of lock cylinder housing. 4. Route cable end fitting through park lock latch, then depress adjuster button and snap cable adjuster assembly to shift gate assembly. 5. Snap cable into cable retainer, then depress adjuster button and pull cable sheathing towards lock cylinder to remove lash from system. 6. Release sheathing, then release button. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Interlock, A/T > Shift Interlock Solenoid > Component Information > Locations > Component Locations LH Side Of I/P (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Interlock, A/T > Shift Interlock Solenoid > Component Information > Locations > Component Locations > Page 4000 Shift Interlock Solenoid: Connector Locations Behind LH Side Of I/P LH Side Of I/P (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Solenoid, A/T > Component Information > Specifications Shift Solenoid: Specifications Intermediate Servo Cover .................................................................................................................... ................................................................... 8 Ft. Lbs. Solenoid To Valve Body .................................. ....................................................................................................................................................... 8 Ft. Lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Linkage, A/T > Shift Cable, A/T > Component Information > Specifications Shift Cable: Specifications Shift Cable Bracket Bolts ..................................................................................................................... ................................................................. 20 Ft. Lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Linkage, A/T > Shift Cable, A/T > Component Information > Specifications > Page 4008 Shift Cable: Adjustments Fig.5 Shift Control Cable Adjustment 1. Apply parking brake and block wheels. 2. Position range selector into the NEUTRAL position. 3. Lift up range selector cable locking button. 4. Remove range selector cable end from transaxle range selector level, Fig. 5. 5. Position range selector lever into LOW position. 6. Position transaxle range selector lever into LOW position. Obtain LOW position by rotating transaxle range selector lever toward front of vehicle until it stops. 7. Snap range selector cable end onto transaxle range selector lever. 8. Press range selector cable locking button down into the locked position. 9. Position range selector lever into PARK position. 10. Remove wheel blocks and release parking brake. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Speedometer Gear, A/T > Component Information > Specifications Speedometer Gear, A/T: Specifications Speedometer Driven Gear To Governor Cover .................................................................................................................................................. 75 Inch Lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sun Gear > Component Information > Technical Service Bulletins > Customer Interest for Sun Gear: > 00-07-30-022D > Jun > 08 > A/T - 4L60/65E, No Reverse/2nd or 4th Gear Sun Gear: Customer Interest A/T - 4L60/65E, No Reverse/2nd or 4th Gear TECHNICAL Bulletin No.: 00-07-30-022D Date: June 10, 2008 Subject: No Reverse, Second Gear or Fourth Gear (Replace Reaction Sun Shell with More Robust Heat Treated Parts) Models: 1993 - 2005 GM Passenger Cars and Light Duty Trucks 2003 - 2005 HUMMER H2 with 4L60/65-E Automatic Transmission (RPOs M30 or M32) Supercede: This bulletin is being revised to add 2005 model year to the parts information. Please discard Corporate Bulletin Number 00-07-30-022C (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a no reverse, no second or no fourth gear condition. First and third gears will operate properly. Cause The reaction sun gear (673) may not hold inside the reaction sun shell (670). Correction Important: There are FOUR distinct groups of vehicles and repair procedures involved. Vehicles built in the 2001 model year and prior that make use of a reaction shaft to shell thrust washer: ^ The sun shell can be identified by four square holes used to retain the thrust washer. Use reaction sun shell P/N 24228345, reaction carrier to shell thrust washer (699B) P/N 8642202 and reaction sun gear shell thrust washer (674) P/N 8642331er (674) P/N 8642331along with the appropriate seals and washers listed below. ^ Vehicles built in the 2001 model year and prior that have had previous service to the reaction sun shell: It is possible that some 2001 and prior model year vehicles have had previous service to the reaction sun shell. At the time of service, these vehicles may have been updated with a Reaction Sun Shell Kit (Refer to Service Bulletin 020730003) without four square holes to retain the thrust washer. If it is found in a 2001 model year and prior vehicles that the reaction sun shell DOES NOT have four square holes to retain the thrust washer, these vehicles must be serviced with P/Ns 24229825 (674), 24217328 and 8642331 along with the appropriate seals and washers listed below. ^ Vehicles built in the 2001 model year and later that make use of a reaction shaft to shell thrust bearing: The sun shell can be identified by no holes to retain the thrust washer. Use reaction sun shell, P/N 24229825, reaction carrier shaft to shell thrust bearing (669A), P/N 24217328 and reaction sun gear shell thrust washer (674), P/N 8642331 along with the appropriate seals and washers listed below. ^ Vehicles built from November, 2001 through June, 2002: These vehicles should have the reaction carrier shaft replaced when the sun shell is replaced. Use shell kit P/N 24229853, which contains a sun shell (670), a reaction carrier shaft (666), a reaction carrier shaft to shell thrust bearing (669A) and a reaction sun gear shell thrust washer (674). The appropriate seals and washers listed below should also be used. When servicing the transmission as a result of this condition, the transmission oil cooler and lines MUST be flushed. Refer to Corporate Bulletin Number 02-07-30-052. Follow the service procedure below for diagnosis and correction of the no reverse, no second, no forth condition. Important: If metallic debris is found on the transmission magnet, the transmission must be completely disassembled and cleaned. Metallic debris is defined as broken parts and pieces of internal transmission components. This should not be confused with typical "normal" fine particles found on all transmission magnets. Failure to properly clean the transmission case and internal components may lead to additional repeat repairs. 1. Remove the transmission oil pan and inspect the magnet in the bottom of the pan for metal debris. Refer to SI Document ID # 825141. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sun Gear > Component Information > Technical Service Bulletins > Customer Interest for Sun Gear: > 00-07-30-022D > Jun > 08 > A/T - 4L60/65E, No Reverse/2nd or 4th Gear > Page 4020 2. Remove the transmission from the vehicle. Refer to the appropriate SI document. Important: ^ Inspect all the transmission components for damage or wear. Replace all damaged or worn components. The parts shown above should be sufficient to correct this concern. ^ This condition does not normally require replacement of the transmission completely. Components such as clutches, valve body, pump and torque converters will NOT require replacement to correct this condition. Disassemble the transmission and replace the appropriate parts listed below. Refer to the Unit Repair Manual - Repair Instructions. 3. Reinstall the transmission in the vehicle. Refer to appropriate service information. When servicing the transmission as a result of this condition, the transmission oil cooler and lines MUST be flushed. Refer to Corporate Bulletin Number 02-07-30-052. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sun Gear > Component Information > Technical Service Bulletins > Customer Interest for Sun Gear: > 00-07-30-022D > Jun > 08 > A/T - 4L60/65E, No Reverse/2nd or 4th Gear > Page 4021 Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sun Gear > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Sun Gear: > 00-07-30-022D > Jun > 08 > A/T - 4L60/65E, No Reverse/2nd or 4th Gear Sun Gear: All Technical Service Bulletins A/T - 4L60/65E, No Reverse/2nd or 4th Gear TECHNICAL Bulletin No.: 00-07-30-022D Date: June 10, 2008 Subject: No Reverse, Second Gear or Fourth Gear (Replace Reaction Sun Shell with More Robust Heat Treated Parts) Models: 1993 - 2005 GM Passenger Cars and Light Duty Trucks 2003 - 2005 HUMMER H2 with 4L60/65-E Automatic Transmission (RPOs M30 or M32) Supercede: This bulletin is being revised to add 2005 model year to the parts information. Please discard Corporate Bulletin Number 00-07-30-022C (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a no reverse, no second or no fourth gear condition. First and third gears will operate properly. Cause The reaction sun gear (673) may not hold inside the reaction sun shell (670). Correction Important: There are FOUR distinct groups of vehicles and repair procedures involved. Vehicles built in the 2001 model year and prior that make use of a reaction shaft to shell thrust washer: ^ The sun shell can be identified by four square holes used to retain the thrust washer. Use reaction sun shell P/N 24228345, reaction carrier to shell thrust washer (699B) P/N 8642202 and reaction sun gear shell thrust washer (674) P/N 8642331er (674) P/N 8642331along with the appropriate seals and washers listed below. ^ Vehicles built in the 2001 model year and prior that have had previous service to the reaction sun shell: It is possible that some 2001 and prior model year vehicles have had previous service to the reaction sun shell. At the time of service, these vehicles may have been updated with a Reaction Sun Shell Kit (Refer to Service Bulletin 020730003) without four square holes to retain the thrust washer. If it is found in a 2001 model year and prior vehicles that the reaction sun shell DOES NOT have four square holes to retain the thrust washer, these vehicles must be serviced with P/Ns 24229825 (674), 24217328 and 8642331 along with the appropriate seals and washers listed below. ^ Vehicles built in the 2001 model year and later that make use of a reaction shaft to shell thrust bearing: The sun shell can be identified by no holes to retain the thrust washer. Use reaction sun shell, P/N 24229825, reaction carrier shaft to shell thrust bearing (669A), P/N 24217328 and reaction sun gear shell thrust washer (674), P/N 8642331 along with the appropriate seals and washers listed below. ^ Vehicles built from November, 2001 through June, 2002: These vehicles should have the reaction carrier shaft replaced when the sun shell is replaced. Use shell kit P/N 24229853, which contains a sun shell (670), a reaction carrier shaft (666), a reaction carrier shaft to shell thrust bearing (669A) and a reaction sun gear shell thrust washer (674). The appropriate seals and washers listed below should also be used. When servicing the transmission as a result of this condition, the transmission oil cooler and lines MUST be flushed. Refer to Corporate Bulletin Number 02-07-30-052. Follow the service procedure below for diagnosis and correction of the no reverse, no second, no forth condition. Important: If metallic debris is found on the transmission magnet, the transmission must be completely disassembled and cleaned. Metallic debris is defined as broken parts and pieces of internal transmission components. This should not be confused with typical "normal" fine particles found on all transmission magnets. Failure to properly clean the transmission case and internal components may lead to additional repeat repairs. 1. Remove the transmission oil pan and inspect the magnet in the bottom of the pan for metal debris. Refer to SI Document ID # 825141. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sun Gear > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Sun Gear: > 00-07-30-022D > Jun > 08 > A/T - 4L60/65E, No Reverse/2nd or 4th Gear > Page 4027 2. Remove the transmission from the vehicle. Refer to the appropriate SI document. Important: ^ Inspect all the transmission components for damage or wear. Replace all damaged or worn components. The parts shown above should be sufficient to correct this concern. ^ This condition does not normally require replacement of the transmission completely. Components such as clutches, valve body, pump and torque converters will NOT require replacement to correct this condition. Disassemble the transmission and replace the appropriate parts listed below. Refer to the Unit Repair Manual - Repair Instructions. 3. Reinstall the transmission in the vehicle. Refer to appropriate service information. When servicing the transmission as a result of this condition, the transmission oil cooler and lines MUST be flushed. Refer to Corporate Bulletin Number 02-07-30-052. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sun Gear > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Sun Gear: > 00-07-30-022D > Jun > 08 > A/T - 4L60/65E, No Reverse/2nd or 4th Gear > Page 4028 Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Throttle Valve Cable/Linkage, A/T > Component Information > Specifications Throttle Valve Cable/Linkage: Specifications TV Cable To Case ............................................................................................................................... ......................................................... 75-80 Inch Lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Throttle Valve Cable/Linkage, A/T > Component Information > Adjustments > Lock TAB Adjusting Cable Throttle Valve Cable/Linkage: Adjustments Lock TAB Adjusting Cable Fig. 5 Detent/TV Cable Adjuster. Lock Tab Adjusting Cable 1. Depress and hold readjust tab, Fig. 5. 2. Move slider back through fitting in direction away from throttle idler lever until slider stops against fitting, then release readjust tab. 3. Rotate throttle idler lever to full travel stop position, then release throttle lever. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Throttle Valve Cable/Linkage, A/T > Component Information > Adjustments > Lock TAB Adjusting Cable > Page 4034 Throttle Valve Cable/Linkage: Adjustments Less Lock TAB Adjusting Cable Fig. 6 Detent/TV Cable Adjustment. 1. Ensure cable is in Non-Adjusted position as shown, Fig. 6 . 2. Using a suitable torque wrench, rotate idler pulley counterclockwise to 65 inch lbs. 3. Ensure cable moves freely, then test drive vehicle. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Torque Converter > Component Information > Technical Service Bulletins > A/T - Torque Converter Replacement Information Torque Converter: Technical Service Bulletins A/T - Torque Converter Replacement Information INFORMATION Bulletin No.: 01-07-30-010C Date: May 12, 2008 Subject: Automatic Transmission/Transaxle Torque Converter Replacement Models: 2009 and Prior GM Passenger Cars and Trucks 2009 and Prior HUMMER H2, H3 2009 and Prior Saturn Cars and Light Duty Trucks (Except VTi Equipped Vehicles (RPO M16 and M75) 2009 and Prior Saab 9-7X with ALL Automatic Transmissions and Transaxles Supercede: This bulletin is being revised to add the 2007-2009 model years. Please discard Corporate Bulletin Number 01-07-30-010B (Section 07 - Transmission/Transaxle). The purpose of this bulletin is to help technicians determine when a torque converter should be replaced. Below is a list of general guidelines to follow. The converter should NOT be replaced if the following apply: ^ DTC P0742 - TCC stuck on is set. This code is almost always the result of a controls condition (i.e. stuck TCC solenoid/valve). Experience has shown that this code rarely indicates a mechanical concern within the torque converter. ^ The fluid has an odor or is discolored but no evidence of metal contamination. ^ Fine metal particles (traces of metal flakes/gray color to fluid ) are found in the converter. This is not harmful to the torque converter. ^ The vehicle has been exposed to high mileage. ^ A small amount of wear appears on the hub where the oil pump drive gear mates to the converter (RWD only). A certain amount of such wear is normal for both the hub and oil pump gear. Neither the converter nor the front pump assembly should be replaced. The torque converter should be replaced under any of the following conditions: ^ The vehicle has TCC shudder and/or no TCC apply. First complete all electrical and hydraulic diagnosis and check for proper engine operation. The converter clutch may be damaged. Also the converter bushing and/or internal 0-ring may be damaged. ^ Evidence of damage to the oil pump assembly pump shaft turbine shaft drive sprocket support and bearing or metal chips/debris in the converter. ^ Metal chips/debris are found in the converter or when flushing the cooler and the cooler lines. ^ External leaks in the hub weld area lug weld or closure weld. ^ Converter pilot is broken damaged or fits poorly into the crankshaft. ^ The converter hub is scored or damaged. ^ The transmission oil is contaminated with engine coolant engine oil or water. ^ If excessive end play is found after measuring the converter for proper end play (refer to Service Manual). ^ If metal chips/debris are found in the fluid filter or on the magnet and no internal parts in the unit are worn or damaged. This indicates that the material came from the converter. ^ The converter has an unbalanced condition that results in a vibration that cannot be corrected by following Converter Vibration Procedures. ^ Blue converter or dark circular ring between lugs. This condition will also require a complete cleaning of the cooler and a check for adequate flow Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Torque Converter > Component Information > Technical Service Bulletins > A/T - Torque Converter Replacement Information > Page 4039 through the cooler. ^ Converter bearing noise determined by noise from the bell housing area in Drive or Reverse at idle. The noise is gone in Neutral and Park. ^ If silicon from the viscous clutch is found in the lower pan (4T80-E ONLY). Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Torque Converter Clutch Solenoid, A/T > Component Information > Locations > Component Locations Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Torque Converter Clutch Solenoid, A/T > Component Information > Locations > Component Locations > Page 4044 LH Side Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Torque Converter Clutch Solenoid, A/T > Component Information > Locations > Page 4045 Harness Connector Faces: Automatic Transaxle (Torque Converter Clutch Solenoid) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Torque Converter Clutch Solenoid, A/T > Component Information > Locations > Page 4046 Torque Converter Clutch Solenoid: Description and Operation Torque Converter Clutch Solenoid PURPOSE: The Transmission Converter Clutch (TCC) feature eliminates the power loss of the torque converter stage when the vehicle is in a cruise mode. OPERATION: The TCC system uses a solenoid operated valve in the automatic transmission to couple the engine flexplate to the output shaft of the transaxle through the torque converter. This reduces the slippage losses in the converter, which increases fuel economy. For the converter clutch to apply, at least two conditions must be met. 1. Internal transmission fluid pressure must be correct. 2. The ECM/PCM completes a ground circuit to energize the TCC solenoid in the transmission, which moves a check ball in the fluid line. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Torque Converter Clutch Solenoid, A/T > Component Information > Service and Repair > Torque Converter Clutch (TCC) Solenoid Torque Converter Clutch Solenoid: Service and Repair Torque Converter Clutch (TCC) Solenoid TORQUE CONVERTER CLUTCH (TCC) SOLENOID & SWITCHES Torque Converter Clutch Solenoid & Switches Auxiliary Valve Body, Valve Body And Oil Pump Assembly Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Torque Converter Clutch Solenoid, A/T > Component Information > Service and Repair > Torque Converter Clutch (TCC) Solenoid > Page 4049 REMOVE OR DISCONNECT 1. Valve body cover. Refer to "Valve Body Cover". 2. Wiring harness from case electrical connector and leads from pressure switch. 3. Torque converter clutch solenoid bolt to auxiliary valve body. 4. 3rd clutch pressure switch. 5. Second clutch switch, if applicable. INSTALL OR CONNECT 1. Second clutch switch, if applicable. TIGHTEN ^ Switch to 11 Nm (97 lbs. in.). 2. 3rd clutch pressure switch. TIGHTEN ^ Switch to 11 Nm (97 lbs. in.). 3. Torque converter clutch solenoid bolt to auxiliary valve body. Install new O-ring. 4. Wire harness to case and switches. 5. Valve body cover with a new gasket. ADJUST ^ Fluid level. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Torque Converter Clutch Solenoid, A/T > Component Information > Service and Repair > Torque Converter Clutch (TCC) Solenoid > Page 4050 Torque Converter Clutch Solenoid: Service and Repair Valve Body Cover VALVE BODY COVER Side Cover And Control Valve View REMOVE OR DISCONNECT 1. Raise vehicle and suitably support. 2. Drain oil. 3. Left front tire and wheel assembly. 4. Left splash shield. 5. Valve body cover to transaxle bolts. INSPECT ^ Bolts INSTALL OR CONNECT 1. Valve body cover with a new gasket and bolts. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Torque Converter Clutch Solenoid, A/T > Component Information > Service and Repair > Torque Converter Clutch (TCC) Solenoid > Page 4051 Valve Body Cover NOTE: It is necessary to use GM thread locker (P/N 12345382) or equivalent non-locking sealant to reduce the potential for fluid leaks on the indicated bolts. 2. Left splash shield. 3. Left front tire and wheel assembly. 4. Lower vehicle. ADJUST: ^ Oil level. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Cooler, A/T > Component Information > Technical Service Bulletins > A/T - Fluid Oil Cooler Flush Transmission Cooler: Technical Service Bulletins A/T - Fluid Oil Cooler Flush INFORMATION Bulletin No.: 02-07-30-052G Date: March 02, 2011 Subject: Automatic Transmission Oil Cooler Flush and Flow Test Essential Tool J 45096 TransFlow(R) Models: 2011 and Prior Passenger Cars and Light Duty Trucks 2003-2010 HUMMER H2 2006-2010 HUMMER H3 with Automatic Transmission/Transaxle including Allison(R) Transmissions Supercede: This bulletin is being revised to update the model years. Please discard Corporate Bulletin Number 02-07-30-052F (Section 07 - Transmission/Transaxle). Important All labor operations that include removal of the transmission from the vehicle include labor time to flush the transmission oil cooler system. The J 45096 transmission oil cooling system flush and flow test tool replaces current tool J 35944-A. J 45096 is a self-contained unit utilizing a 12-volt flow meter, shop air supply and DEXRON(R) VI automatic transmission fluid (ATF). In the flush mode, transmission fluid is cycled through the transmission oil cooling system. High-pressure air is automatically injected into the fluid stream adding agitation to the ATF oil to enhance the removal of contaminated ATF oil and debris. In the flow mode, an electronic flow meter is used to measure the flow capability of the ATF oil cooling system. A digital display indicates the ATF oil flow rate in gallons per minute (GPM) along with the amount of ATF oil in the supply vessel, supply vessel ATF oil temperature, machine cycles and the operating mode. The supply oil vessel has 30 L (32 qt) capacity and the waste oil vessel has 32 L (34 qt) capacity. The waste oil vessel is constructed of a translucent composite material that allows the user to easily identify the oil level. The waste oil vessel can accommodate vacuum evacuation and gravity draining. In the code mode, a random, encrypted code is generated that can be used for verification of flow test results. Current essential cooler line adapters are used to connect the J 45096 to the automatic transmission oil cooler lines that allows J 45096 to adapt to General Motors passenger cars and light duty trucks, current and past models (except the Pontiac Vibe, Wave and Chevrolet Aveo). The tool may be adapted for use on the Pontiac Vibe, Wave and Chevrolet Aveo by dealership personnel with a barbed hose connector and rubber hose obtained locally. The Vibe's/Wave's/Aveo's transmission has a transmission oil requirement which is slightly different than DEXRON(R) VI ATF. However, flushing the cooler with DEXRON(R) VI automatic transmission fluid is an acceptable service procedure. Very little fluid remains in the cooler after the flush procedure and the residual DEXRON(R) VI ATF in the cooler is compatible with the Vibe's/Wave's/Aveo's transmission fluid. Notice Insufficient oil flow through the ATF oil cooling system will cause premature transmission failure. The required minimum ATF oil flow rate reading is directly related to the supply oil temperature. Refer to the flow rate reference chart for the oil flow rate specification based on the temperature of the ATF in the supply vessel. Helpful Hints for Maintaining the Temperature at or above 18°C (65°F) Important - The temperature of the supply vessel oil must be 18°C (65°F) or greater for J 45096 to operate. It is recommended to store the J 45096 in an area of the dealership where the room temperature remains at or above 18°C (65°F) when not in use. - Do not attempt to increase the fluid temperature in the Transflow(R) machine with an engine oil dipstick, or any other immersion type heater. The Transflow(R) machine has a check valve in the supply reservoir. Inserting a heater will damage the check valve and the subsequent repair expense would be the dealer's responsibility. - A heater blanket, P/N J-45096-10, is available for the Transflow(R) transmission cooling system flushing tool. This heater fastens around the Transflow(R) internal supply vessel and runs on 110 volts AC. The heater will warm the ATF in the supply vessel to at least 18°C (65° F) and has a thermostat to hold a constant temperature. Store the Transmission Cooling System Service Tool, J 45096, Transflow(R) machine in a room where the temperature is maintained at or above 18°C (65°F). Keep the ATF level in the reservoir low when the Transmission Cooling System Service Tool, J 45096, Transflow(R), is not in use. Store several gallons of oil in an area where the temperature is maintained at or above 18°C (65°F). Fill the reservoir of the J 45096 as needed before using the machine on Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Cooler, A/T > Component Information > Technical Service Bulletins > A/T - Fluid Oil Cooler Flush > Page 4056 each repair. With the ATF in a tightly sealed container, place the container in a tub of hot water for a period of time. Then pour the ATF into the reservoir. This method works best with a low fluid level in the reservoir. Place the Transflow(R) machine in the direct sunlight with the cabinet door open to expose the reservoir to the rays of the warm sun. Flush / Flow Test Procedure Important All labor operations that include removal of the transmission from the vehicle and require the transmission oil pan or transmission side cover to be removed include labor time to flush the transmission oil cooler system. Refer to SI for Automatic Transmission Oil Cooler Flushing and Flow Test J 45096 for the appropriate procedure. Important The J 45096 can be used to flush the transmission oil cooler system on an Allison equipped vehicle, but the flow meter should not be utilized. Refer to SI for Automatic Transmission Oil Cooler Flushing and Flow Test J 45096 for the appropriate flow check procedure. Machine Displays After completion of the flush and flow test, the following information is to be recorded on the repair order. This information is displayed on the Transmission Cooling System Service Tool, J 45096, Transflow(R) machine when the dial is in the code position. - Tested flow rate (displayed in Gallons Per Minute (GPM) - Temperature (displayed is degrees Fahrenheit) - Cycle number (a number) - Seven digit Alpha/Numeric flow code (i.e. A10DFB2) Warranty Information Important All labor operations that include removal of the transmission from the vehicle include labor time to flush the transmission oil cooler system. Performing a transmission oil cooling system flush and flow test will use between 4.7-7.5 L (5-8 qts) of DEXRON(R)VI transmission fluid. The amount Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Cooler, A/T > Component Information > Technical Service Bulletins > A/T - Fluid Oil Cooler Flush > Page 4057 of transmission fluid (ATF), (DEXRON(R)VI) (fluid) that is to be charged for the flush portion of the repair should not exceed the allowable charge for 7.5 L (2 gal) of fluid. This expense should be shown in the Parts Section of the warranty claim document. The Seven digit Alpha/Numeric flow code, i.e. A10DFB2, "MUST" be written on the job card and placed in the comments section of the warranty claim. Any repair that requires the technician to contact the Product Quality Center (PQC) must also include the seven digit flow code. The agent will request the seven digit flow code and add the information to the PQC case prior to providing authorization for the warranty claim. The Seven digit Alpha/Numeric flow code, i.e. A10DFB2, "MUST" be written on the job card, entered in the warranty claim labor operation Flush Code additional field (when available) and placed in the comments section of the warranty claim. Any repair that requires the technician to contact the Product Quality Center (PQC) must also include the seven digit flow code. The agent will request the seven digit flow code and add the information to the PQC case prior to providing authorization for the warranty claim. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Cooler, A/T > Component Information > Technical Service Bulletins > A/T - Fluid Oil Cooler Flush > Page 4058 Transmission Cooler: Technical Service Bulletins A/T - Water Or Coolant Contamination Information INFORMATION Bulletin No.: 08-07-30-035B Date: November 01, 2010 Subject: Information on Water or Ethylene Glycol in Transmission Fluid Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks with Automatic Transmission Supercede: This bulletin is being revised to update model years. Please discard Corporate Bulletin Number 08-07-30-035A (Section 07 - Transmission/Transaxle). Water or ethylene glycol in automatic transmission fluid (ATF) is harmful to internal transmission components and will have a negative effect on reliability and durability of these parts. Water or ethylene glycol in ATF will also change the friction of the clutches, frequently resulting in shudder during engagement or gear changes, especially during torque converter clutch engagement. Indications of water in the ATF may include: - ATF blowing out of the transmission vent tube. - ATF may appear cloudy or, in cases of extreme contamination, have the appearance of a strawberry milkshake. - Visible water in the oil pan. - A milky white substance inside the pan area. - Spacer plate gaskets that appear to be glued to the valve body face or case. - Spacer plate gaskets that appear to be swollen or wrinkled in areas where they are not compressed. - Rust on internal transmission iron/steel components. If water in the ATF has been found and the source of the water entry has not been identified, or if a leaking in-radiator transmission oil cooler is suspected (with no evidence of cross-contamination in the coolant recovery reservoir), a simple and quick test kit is available that detects the presence of ethylene glycol in ATF. The "Gly-Tek" test kit, available from the Nelco Company, should be obtained and the ATF tested to make an accurate decision on the need for radiator replacement. This can help to prevent customer comebacks if the in-radiator transmission oil cooler is leaking and reduce repair expenses by avoiding radiator replacement if the cooler is not leaking. These test kits can be obtained from: Nelco Company Test kits can be ordered by phone or through the website listed above. Orders are shipped standard delivery time but can be shipped on a next day delivery basis for an extra charge. One test kit will complete 10 individual fluid sample tests. For vehicles repaired under warranty, the cost of the complete test kit plus shipping charges should be divided by 10 and submitted on the warranty claim as a net item. The transmission should be repaired or replaced based on the normal cost comparison procedure. Important If water or coolant is found in the transmission, the following components MUST be replaced. - Replace all of the rubber-type seals. - Replace all of the composition-faced clutch plates and/or bands. - Replace all of the nylon parts. - Replace the torque converter. - Thoroughly clean and rebuild the transmission, using new gaskets and oil filter. Important The following steps must be completed when repairing or replacing. Flush and flow check the transmission oil cooler using J 45096. Refer to Corporate Bulletin Number 02-07-30-052F- Automatic Transmission Oil Cooler Flush and Flow Test Essential Tool J 45096 TransFlow. - Thoroughly inspect the engine cooling system and hoses and clean/repair as necessary. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Cooler, A/T > Component Information > Technical Service Bulletins > A/T - Fluid Oil Cooler Flush > Page 4059 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Cooler, A/T > Component Information > Technical Service Bulletins > A/T - Fluid Oil Cooler Flush > Page 4060 Transmission Cooler: Technical Service Bulletins A/T - Oil Cooler Flushing Frequently Asked Questions File In Section: 07 - Transmission/Transaxle Bulletin No.: 03-07-30-027 Date: June, 2003 INFORMATION Subject: Most Frequently Asked Questions and Answers for J 45096 TransFlow Transmission Oil Cooling System Flushing Machine Models: 2004 and Prior Passenger Cars and Light Duty Trucks with Automatic Transmission/Transaxle 2004 and Prior HUMMER H2 This bulletin is issued to help answer the most frequently asked questions and concerns about essential tool J 45096. Q: Why doesn't the machine work below 18°C (65°F)? A: The flow characteristics of ATF at temperatures below 18°C (65°F) does not provide accurate flow test results with the electronics used in the J 45096. Q: Why didn't the unit come with a tank heater? A: The vast majority of dealerships do not require a heater to keep the ATF above 18°C (65°F). As a result, the heater was deleted as a cost-savings measure. A tank heater, J 45096-10, is currently available from Kent-Moore if your dealership requires it. Refer to Corporate Bulletin Number 03-07-30-002A for suggestions on warming the ATF without using a heater blanket. Q: Why does the machine fail new oil coolers? A: Several reasons have been found. The most likely reason is the air pressure at the air hose connected to the J 45096 is less than 586 kPa (85 psi). Other reasons include a twisted hose inside the J 45096 at the bulkhead as a result of the nut turning when the waste or supply hose was installed, the internal pressure regulator was improperly set at the factory or a problem with the cooler lines on the vehicle. Perform the J 45096 self-test as described on pages 9 and 10 of the Operation Manual. If a problem is still detected, refer to Troubleshooting on page 19 of the Operation Manual. If a problem still persists, contact Kent-Moore Customer Service at 1-800-345-2233. Q: What is the difference between steel and aluminum oil coolers? A: The aluminum oil cooler tube is slightly thinner in construction than the steel oil cooler tube, which affects the oil flow rate. The fitting that is protruding out of the radiator tank easily identifies the aluminum oil cooler. Refer to the Quick Reference card provided with the J 45096 in order to identify the proper flow rate for the aluminum oil cooler. Q: Why can't I use TransFlow for Allison transmission cooling Systems? A: Validation of TransFlow is currently under development for light duty trucks equipped with the Allison automatic transmission. TransFlow is based on the existing MINIMUM flow rate specification through the transmission oil cooling system. The Allison transmission oil cooling system only has MAXIMUM oil flow rates specified and J 45096 does not have the capability to test the transmission oil cooling system at the maximum oil flow rate specification. Q: Why doesn't GM publish a specification for auxiliary transmission oil coolers? A: The auxiliary oil cooler used with GM vehicles does not contain an internal turbulator plate like the radiator tank oil cooler does. Therefore, there is no internal restriction that would affect the flow rate through the oil cooling system so a specification for auxiliary oil cooler is not required. Keep in mind, kinks and damage to the auxiliary cooler and lines can affect the flow rate through the system. Q: Why did GM drop the labor time for transmission repairs? A: The labor for flushing and flow testing the transmission oil cooling system is included with the R&R; labor of the "K" labor operations that require transmission removal. The time required to use the J 45096 to perform the flush and flow test is much less than that of the J 35944-A. The warranty labor savings allowed GM to provide the J 45096 at no cost to dealerships. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Cooler, A/T > Component Information > Technical Service Bulletins > A/T - Fluid Oil Cooler Flush > Page 4061 Q: Why didn't the machine come with the adapters to hook up to the car? A: The J 45096 was designed to use the previously released essential cooler line adapters for the J 35944-A. All adapters are listed on page 17 of the Operation Manual and can be ordered from Kent-Moore at 1-800-345-2233. Q: How do I connect the J 45096 to a Catera, Prizm or a Vibe? A: These vehicles, along with many other models, only require barbed fittings to connect to the rubber cooler hose. These fittings are commercially available and already found in many shops. Q: Why didn't I receive an Operation Manual with the machine? A: The Operation Manual was packaged in the upper portion of the shipping carton. If the shipping carton was lifted off the base without opening the top of the carton, the Operation Manual could have been discarded with the carton. Replacement Operation Manual packages can be obtained from Kent-Moore Customer Service at 1-800-345-2233. Q: Why can't I re-use the transmission fluid I use for flushing? A: The very fine metal and clutch material debris from the transmission failure in the ATF causes failures with the hall effect speed sensors that are used to measure the flow rate. To avoid costly repairs, expensive filters, regular maintenance and problems caused by a partially restricted filter, the filter was not included. Q: What do I do if I need service on my machine? A: Call Kent-Moore Customer Service at 1-800-345-2233. The J 45096 has a one-year warranty. Q: Can I flush and flow engine oil coolers? A: The engine oil cooler flow rates, the appropriate adapters and an acceptable procedure are currently under development. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Mount, A/T > Component Information > Specifications Transmission Mount: Specifications Engine Mount Bolts ............................................................................................................................. ................................................................. 34 Ft. Lbs. Frame Insulator Bolts ...................................... ...................................................................................................................................................... 40 Ft. Lbs. Frame To Crossmember Bolts ............................................................................................... ............................................................................... 37 Ft. Lbs. Transaxle Control Lever .................... .............................................................................................................................................................. ..... 15 Ft. Lbs. Transaxle Mount Pipe Expansion Bolt ......................................................................... ........................................................................................ 41 Ft. Lbs. Transaxle Mount Support Brace Nuts ..................................................................................................................................................... .............. 18 Ft. Lbs. Transaxle Mount Through Bolts ......................................................................... .................................................................................................. 82 Ft. Lbs. Transaxle Mount To Support Bolts ....................................................................................................................................... ................................ 49 Ft. Lbs. Transaxle Mount To Transaxle Bolts ................................................ .................................................................................................................... 41 Ft. Lbs. Transaxle To Engine Mount Bolts ............................................................................................................................. ........................................... 55 Ft. Lbs. Transaxle Support Assembly Bolts ........................................ ............................................................................................................................... 55 Ft. Lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Component Locations LH Rear Of Engine Compartment (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Component Locations > Page 4069 LH Rear Of Engine Compartment (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Page 4070 Harness Connector Faces: Park/Neutral Position Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Page 4071 Transmission Position Switch/Sensor: Description and Operation Park/Neutral Switch (Auto. Trans) PURPOSE: The PARK/NEUTRAL (P/N) switch indicates to the computer when the transmission is in PARK or NEUTRAL. This information is used by the ECM for Idle Air Control (IAC), Torque Converter Clutch (TCC) and Exhaust Gas Recirculation (EGR) operation. OPERATION: The P/N switch contacts are a part of the neutral switch and are closed to ground in park or neutral and open in drive ranges and reverse. The ECM supplies ignition voltage through a current limiting resistor to the switch and senses a closed circuit when voltage drops to less than 1 volt. NOTE: DO NOT drive the vehicle with the PARK/NEUTRAL switch disconnected, since idle quality may be affected. LOCATION: Top of transaxle. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Page 4072 Transmission Position Switch/Sensor: Testing and Inspection Chart C-1A Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Page 4073 Park/Neutral Position Switch Circuit Circuit Description: The Park/Neutral Position (PNP) switch contacts shown are a part of the Park/Neutral position switch and are closed to ground in park or neutral, and open in drive ranges. The PCM supplies ignition voltage through a pull up resistor to CKT 434 and senses a closed switch when the voltage on CKT 434 drops to less than one volt. The PCM uses the PNP signal as one of the inputs to control: ^ Idle speed. ^ VSS diagnostics. ^ EGR. If CKT 434 indicates PNP (grounded), while in drive range, the EGR would be inoperative, resulting in possible detonation. If CKT 434 indicates drive (open) a sag in the idle may occur when the gear selector is moved into drive range. Test Description: Number(s) below refer to circled number(s) on the diagnostic chart. 1. Checks for a closed switch to ground in park position. Different makes of scan toots will display the PNP switch differently. Refer to tool operator's manual for type of display used for a specific tool. 2. Checks for an open switch in drive range. 3. Be sure Tech 1 scan tool indicates drive, even while wiggling shifter, to test for an intermittent or misadjusted switch in drive range. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Pressure Test Port, A/T > Component Information > Specifications Transmission Pressure Test Port: Specifications Line Pressure Take-Off ....................................................................................................................... .................................................................... 8 Ft. Lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Valve Body, A/T > Component Information > Technical Service Bulletins > A/T Control - DTC P0756 Diagnostic Tips Valve Body: Technical Service Bulletins A/T Control - DTC P0756 Diagnostic Tips INFORMATION Bulletin No.: 01-07-30-036H Date: January 29, 2009 Subject: Diagnostic Tips for Automatic Transmission DTC P0756, Second, Third, Fourth Gear Start Models: 2009 and Prior GM Passenger Cars and Light Duty Trucks 2009 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X with 4L60-E, 4L65-E or 4L70E Automatic Transmission (RPOs M30, M32 or M70) Supercede: This bulletin is being revised to add the 2009 model year and add details regarding spacer plates. Please discard Corporate Bulletin Number 01-07-30-036G (Section 07 - Transmission/Transaxle). Some dealership technicians may have difficulty diagnosing DTC P0756, 2-3 Shift Valve Performance on 4L60-E, 4L65-E or 4L70E automatic transmissions. As detailed in the Service Manual, when the PCM detects a 4-3-3-4 shift pattern, DTC P0756 will set. Some customers may also describe a condition of a second, third or fourth gear start that may have the same causes but has not set this DTC yet. Below are some tips when diagnosing this DTC: ^ This is a performance code. This means that a mechanical malfunction exists. ^ This code is not set by electrical issues such as a damaged wiring harness or poor electrical connections. Electrical problems would cause a DTC P0758, P0787 or P0788 to set. ^ The most likely cause is chips/debris plugging the filtered AFL oil at orifice # 29 on the top of the spacer plate (48). This is a very small hole and is easily plugged by a small amount of debris. It is important to remove the spacer plate and inspect orifice # 29 and the immediate area for the presence of chips/debris. Also, the transmission case passage directly above this orifice and the valve body passage directly below should be inspected and cleaned of any chips/debris. For 2003 and newer vehicles the spacer plate should be replaced. The service replacement spacer plate is a bonded style with gaskets and solenoid filter screens bonded to the spacer plate. These screens can help to prevent plugging of orifice # 29 caused by small debris or chips. ^ This code could be set if the 2-3 shift valve (368) were stuck or hung-up in its bore. Inspect the 2-3 shift valve (368) and the 2-3 shuttle valve (369) for free movement or damage and clean the valves, the bore and the valve body passages. ^ This code could be set by a 2-3 shift solenoid (367b) if it were cracked, broken or leaking. Refer to Shift Solenoid Leak Test in the appropriate Service Manual for the leak test procedure. Based on parts return findings, a damaged or leaking shift solenoid is the least likely cause of this condition. Simply replacing a shift solenoid will not correct this condition unless the solenoid has been found to be cracked, broken or leaking. It is important to also refer to the appropriate Service Manual or Service Information (SI) for further possible causes of this condition. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Valve Body, A/T > Component Information > Technical Service Bulletins > Page 4081 Valve Body: Specifications Oil Pan & Valve Body Cover ................................................................................................................ ........................................................... 133 Inch Lbs. Solenoid To Valve Body .................................... ..................................................................................................................................................... 8 Ft. Lbs. Valve Body Cover Bolts ............................................................................................................... ................................................................... 124 Inch Lbs. Valve Body To Case ................................. ............................................................................................................................................................ 18 Ft. Lbs. Valve Body To Case Cover ............................................................................................... ..................................................................................... 8 Ft. Lbs. Valve Body To Driven Sprocket Support ............................................................................................................................................................. 18 Ft. Lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Valve Body, A/T > Component Information > Technical Service Bulletins > Page 4082 3T40 (125C) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Valve Body, A/T > Component Information > Service and Repair > Valve Body Cover Valve Body: Service and Repair Valve Body Cover VALVE BODY COVER Side Cover And Control Valve View REMOVE OR DISCONNECT 1. Raise vehicle and suitably support. 2. Drain oil. 3. Left front tire and wheel assembly. 4. Left splash shield. 5. Valve body cover to transaxle bolts. INSPECT ^ Bolts INSTALL OR CONNECT 1. Valve body cover with a new gasket and bolts. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Valve Body, A/T > Component Information > Service and Repair > Valve Body Cover > Page 4085 Valve Body Cover NOTE: It is necessary to use GM thread locker (P/N 12345382) or equivalent non-locking sealant to reduce the potential for fluid leaks on the indicated bolts. 2. Left splash shield. 3. Left front tire and wheel assembly. 4. Lower vehicle. ADJUST: ^ Oil level. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Valve Body, A/T > Component Information > Service and Repair > Valve Body Cover > Page 4086 Valve Body: Service and Repair Auxiliary Valve Body, Valve Body & Oil Pump Assembly AUXILIARY VALVE BODY, VALVE BODY & OIL PUMP ASSEMBLY Fig. 8 Valve Body Bolt Location Fig. 9 Check Ball Locations 1. Disconnect battery ground cable, then the TV cable. 2. Raise and support vehicle. 3. Remove left front wheel and tire assembly. 4. Remove valve body cover retaining bolts and the cover. 5. Remove TCC solenoid retaining bolt and the solenoid. Disconnect TCC solenoid and 3rd gear pressure switch electrical connectors. 6. Remove bolt securing linkage/bracket to valve body, then remove TV linkage. 7. Remove remaining valve body retaining bolts, then the valve body and six check balls. Do not remove the bolts marked A, Fig. 8, at this time. 8. Remove bolt A and separate auxiliary valve body from the valve body. 9. Remove oil pump drive rod, auxiliary valve body and cover. 10. Remove oil pump assembly. 11. Reverse procedure to install noting the following: a. Tighten bolts in a clockwise pattern, starting from center. b. Refer to Fig. 9 for check ball locations. c. Adjust TV cable and fluid level. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Clutch, M/T > Clutch Hydraulic System > Clutch Fluid > Component Information > Specifications > Capacity Specifications Clutch Fluid: Capacity Specifications Fill the clutch master cylinder to the "Full" or "MAX" mark on the reservoir. Do not overfill. Caution: Should accidental spillage occur, rinse the area thoroughly with water. Pay special attention to any electrical wires, parts, harnesses, rubber or painted surfaces. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Clutch, M/T > Clutch Hydraulic System > Clutch Fluid > Component Information > Specifications > Capacity Specifications > Page 4093 Clutch Fluid: Fluid Type Specifications Hydraulic Clutch Fluid ........................................................................................................................................ GM P/N 12345347 or DOT 3 Brake Fluid Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Clutch, M/T > Clutch Hydraulic System > Clutch Master Cylinder > Component Information > Specifications Clutch Master Cylinder: Specifications Clutch Master Cylinder To Front Dash ................................................................................................ ................................................................... 16 ft. lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Clutch, M/T > Clutch Hydraulic System > Clutch Master Cylinder > Component Information > Specifications > Page 4097 Clutch Master Cylinder: Description and Operation Fig. 1 Hydraulic Clutch Assembly On these models, a hydraulic clutch system is used, Fig. 1. The system consists of a dash mounted master cylinder with integral reservoir, a transmission mounted slave cylinder and high pressure tubing to connect the two components. The hydraulic clutch system provides automatic clutch adjustment, therefore, there is no provision for adjustment. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Clutch, M/T > Clutch Hydraulic System > Clutch Master Cylinder > Component Information > Service and Repair > Bleeding Hydraulic System Clutch Master Cylinder: Service and Repair Bleeding Hydraulic System Preliminary Information CLUTCH HYDRAULIC SYSTEM The clutch hydraulic system is serviced as a complete unit and has been bled of air and filled with fluid. Individual components of the system are not available separetely. Bleeding Hydraulic System Bleeding is necessary whenever the level of fluid in the reservoir has been allowed to fall so low that air has been drawn into the master cylinder. NOTICE: Never, under any circumstances, use fluid which has been bled from a system to fill the reservoir as it may be aerated, have too much moisture content and possibly be contaminated. Bleeding Procedure With Bleed Screw Bleeding Procedure With Bleed Screw 1. Remove the cap and diaphragm. Clean ^ Dirt and grease from the cap to ensure that no foreign substances enter the system. 2. Fill reservoir to top step with Hydraulic Clutch Fluid GM P/N 12345347 or equivalent. 3. Fully loosen the bleed screw on the actuator cylinder body next to the inlet connection. Important ^ For efficient gravity fill, the reservoir must be kept full at all times. Tighten ^ Bleed screw to 2 N.m (17 lbs. in.) when a steady stream of fluid comes from the bleed screw. 4. Install the diaphragm and cap to reservoir. Inspect ^ Fluid level in reservoir 5. Fill reservoir with Hydraulic Clutch Fluid GM P/N 12345347 or equivalent. 6. Start the engine and push the clutch to the floor. Wait ten seconds and select reverse gear. There should be no grating of gears. If there is, the hydraulic system may still contain air. If this is the condition, repeat bleeding procedure. Bleeding Procedure Without Bleed Screw Bleeding Procedure Without Bleed Screw for Isuzu Transaxle 1. Remove the hydraulic actuator cylinder from the transaxle. 2. Loosen the clutch master cylinder mounting nuts to the ends of the studs. Do not remove the master cylinder. 3. Remove the reservoir cap and diaphragm. Clean ^ Dirt and grease from the cap to ensure no foreign substances will enter the system. Measure ^ Depress hydraulic actuator cylinder pushrod approximately 20.0 mm (0.787 in.) into the actuator cylinder bore and hold. 4. Install the diaphragm and cap on the reservoir while holding actuator cylinder pushrod in as described. 5. Release the actuator cylinder pushrod. 6. Hold the actuator cylinder vertically with the pushrod end facing down. Important ^ Actuator cylinder should be lower than the master cylinder. 7. Press the pushrod into the actuator cylinder bore with short 10.0 mm (0.390 in.) strokes. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Clutch, M/T > Clutch Hydraulic System > Clutch Master Cylinder > Component Information > Service and Repair > Bleeding Hydraulic System > Page 4100 Inspect ^ Reservoir for air bubbles 8. Continue until air bubbles are no longer entering the reservoir. 9. Install the actuator cylinder on the transaxle 10. Install the clutch master cylinder mounting nuts Tighten ^ Nuts evenly to 21 N.m (16 lbs. ft.). Inspect ^ Fluid level in reservoir. Fill reservoir with Hydraulic Clutch Fluid GM P/N 12345347 or equivalent. 11. Start the engine and push the clutch to the floor. Wait ten seconds and select reverse gear. There should be no grating of gears. If so, hydraulic system may still contain air. If this is the condition, repeat bleeding procedure. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Clutch, M/T > Clutch Hydraulic System > Clutch Master Cylinder > Component Information > Service and Repair > Bleeding Hydraulic System > Page 4101 Clutch Master Cylinder: Service and Repair Removal and Installation REMOVAL 1. Remove air intake dust from air cleaner. 2. Disconnect negative and positive battery cables from battery. 3. Remove left fender brace and battery. 4. Disconnect MAT sensor lead at air cleaner. 5. Disconnect mass air flow sensor lead, then remove PCV retaining clamp from air intake duct. 6. Remove clamp retaining air intake duct to throttle body. 7. Remove mass air flow mounting bolt and air cleaner bracket mounting bolts at battery tray. 8. Remove air cleaner, mass air flow sensor and air intake duct as an assembly. 9. Disconnect electrical lead at washer bottle, then remove attaching bolts and washer bottle. 10. Remove cruise control mounting bracket retaining nuts from strut tower, if equipped. 11. Remove sound insulator from inside of vehicle. 12. Disconnect clutch master cylinder push rod from clutch pedal. 13. Remove clutch master cylinder retaining nuts at front of dash. 14. Remove actuator cylinder retaining nuts at transaxle. 15. Remove hydraulic system as a unit from vehicle. INSTALLATION 1. Install actuator cylinder to transaxle support bracket aligning push rod into pocket on lever. Do not remove plastic push rod retainer from actuator cylinder. Retainer will break off on first clutch pedal application. Torque nuts evenly to 16 ft. lbs. 2. Install clutch master cylinder to front dash. Torque nuts evenly to 16 ft. lbs. 3. Remove pedal restrictor from pushrod. Lubricate push rod bushing on clutch pedal, then connect push rod to clutch pedal and install retaining clip. 4. Check cruise control switch adjustment at clutch pedal. If adjustment is necessary, do not exert an upward force on clutch pedal pad of more than 20 ft. lbs. or damage to master cylinder pushrod retaining ring may result. 5. Install sound insulator. 6. Press clutch pedal down several times. This will break plastic retaining straps on actuator cylinder push rod. Do not remove plastic button on pushrod. 7. Install washer bottle. 8. Install air cleaner, mass air flow sensor and air intake duct. 9. Install clamp retaining air intake duct to throttle body. 10. Install PCV pipe retaining clamp. 11. Connect mass air flow and MAT sensor leads. 12. Install battery and left fender brace. 13. Connect positive and negative battery cables, then air intake duct to air cleaner. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Clutch, M/T > Clutch Hydraulic System > Clutch Master Cylinder > Component Information > Service and Repair > Bleeding Hydraulic System > Page 4102 Clutch Master Cylinder: Service and Repair Clutch Master & Actuator Cylinders (Figure 1) Clutch Master Cylinder and Pedal (Figure 2) Disconnecting Clutch Actuator Cylinder Line Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Clutch, M/T > Clutch Hydraulic System > Clutch Master Cylinder > Component Information > Service and Repair > Bleeding Hydraulic System > Page 4103 (Figure 3) Connecting Clutch Actuator Cylinder Line (Figure 4) Clutch Actuator REMOVE OR DISCONNECT 1. Air intake duct from air cleaner. 2. Negative and positive battery cables from battery. 3. Left fender brace and battery. 4. Intake Air Temperature (IAT) sensor lead at air cleaner. 5. Mass air flow sensor lead, then remove Positive Crankcase Ventilation (PCV) retaining clamp from air intake duct. 6. Clamp retaining air intake duct to throttle body. 7. Mass air flow mounting bolt and air cleaner bracket mounting bolts at battery tray. 8. Air cleaner, mass air flow sensor and air intake duct as an assembly. 9. Electrical lead at washer bottle, then remove attaching bolts and washer bottle. 10. Cruise control mounting bracket retaining nuts from strut tower, if equipped. 11. Sound insulator from inside of vehicle. 12. Clutch master cylinder pushrod from clutch pedal. 14. Actuator cylinder quick disconnect from master cylinder line, (figure 2). 15. Transaxle from vehicle, refer to Manual Transmission/Transaxle / Service and Repair. 16. Clutch actuator from transaxle, (figure 4). INSTALL OR CONNECT 1. Actuator cylinder to transaxle. 2. Transaxle assembly. 3. Actuator cylinder quick connect to clutch master cylinder line, (figure 3). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Clutch, M/T > Clutch Hydraulic System > Clutch Master Cylinder > Component Information > Service and Repair > Bleeding Hydraulic System > Page 4104 2. Master cylinder to front of dash and tighten nuts to 23 Nm (17 ft lbs). 3. Remove pedal restrictor from pushrod. Lubricate pushrod bushing on clutch pedal, then connect pushrod to clutch pedal and install retaining clip. 4. If equipped with cruise control, check switch adjustment at clutch pedal. NOTE: If adjustment is necessary, do not exert an upward force on clutch pedal pad of more than 89 Nm (20 ft lbs) or damage to master cylinder pushrod retaining ring may result. 5. Sound insulator and then bleed system, refer to Clutch, M/T / Service and Repair. 7. Washer bottle and electrical connection. 8. Air cleaner, mass air flow sensor and air intake duct. 9. Clamp retaining air intake duct to throttle body. 10. PCV pipe retaining clamp. 11. Mass air flow and IAT sensor leads. 12. Battery and left fender brace. 13. Positive and negative battery cables, then air intake duct to air cleaner. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Clutch, M/T > Clutch Hydraulic System > Clutch Slave Cylinder > Component Information > Specifications > Clutch Specs Clutch Slave Cylinder: Specifications Clutch Specs Clutch Actuator Cylinder ...................................................................................................................... .................................................................. 16 ft. lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Clutch, M/T > Clutch Hydraulic System > Clutch Slave Cylinder > Component Information > Specifications > Clutch Specs > Page 4109 Clutch Slave Cylinder: Specifications GM Getrag 284 Manual Transaxle Clutch Acuator Stud ............................................................................................................................. ................................................................ 9-10 lbs. ft. Clutch Release Pivot Nut ..................................................................................................................... ................................................................... 17 lbs. ft. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Clutch, M/T > Clutch Hydraulic System > Clutch Slave Cylinder > Component Information > Specifications > Page 4110 Clutch Slave Cylinder: Description and Operation Fig. 1 Hydraulic Clutch Assembly On these models, a hydraulic clutch system is used, Fig. 1. The system consists of a dash mounted master cylinder with integral reservoir, a transmission mounted slave cylinder and high pressure tubing to connect the two components. The hydraulic clutch system provides automatic clutch adjustment, therefore, there is no provision for adjustment. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Clutch, M/T > Clutch Hydraulic System > Clutch Slave Cylinder > Component Information > Service and Repair > Bleeding Hydraulic System Clutch Slave Cylinder: Service and Repair Bleeding Hydraulic System Preliminary Information CLUTCH HYDRAULIC SYSTEM The clutch hydraulic system is serviced as a complete unit and has been bled of air and filled with fluid. Individual components of the system are not available separetely. Bleeding Hydraulic System Bleeding is necessary whenever the level of fluid in the reservoir has been allowed to fall so low that air has been drawn into the master cylinder. NOTICE: Never, under any circumstances, use fluid which has been bled from a system to fill the reservoir as it may be aerated, have too much moisture content and possibly be contaminated. Bleeding Procedure With Bleed Screw Bleeding Procedure With Bleed Screw 1. Remove the cap and diaphragm. Clean ^ Dirt and grease from the cap to ensure that no foreign substances enter the system. 2. Fill reservoir to top step with Hydraulic Clutch Fluid GM P/N 12345347 or equivalent. 3. Fully loosen the bleed screw on the actuator cylinder body next to the inlet connection. Important ^ For efficient gravity fill, the reservoir must be kept full at all times. Tighten ^ Bleed screw to 2 N.m (17 lbs. in.) when a steady stream of fluid comes from the bleed screw. 4. Install the diaphragm and cap to reservoir. Inspect ^ Fluid level in reservoir 5. Fill reservoir with Hydraulic Clutch Fluid GM P/N 12345347 or equivalent. 6. Start the engine and push the clutch to the floor. Wait ten seconds and select reverse gear. There should be no grating of gears. If there is, the hydraulic system may still contain air. If this is the condition, repeat bleeding procedure. Bleeding Procedure Without Bleed Screw Bleeding Procedure Without Bleed Screw for Isuzu Transaxle 1. Remove the hydraulic actuator cylinder from the transaxle. 2. Loosen the clutch master cylinder mounting nuts to the ends of the studs. Do not remove the master cylinder. 3. Remove the reservoir cap and diaphragm. Clean ^ Dirt and grease from the cap to ensure no foreign substances will enter the system. Measure ^ Depress hydraulic actuator cylinder pushrod approximately 20.0 mm (0.787 in.) into the actuator cylinder bore and hold. 4. Install the diaphragm and cap on the reservoir while holding actuator cylinder pushrod in as described. 5. Release the actuator cylinder pushrod. 6. Hold the actuator cylinder vertically with the pushrod end facing down. Important ^ Actuator cylinder should be lower than the master cylinder. 7. Press the pushrod into the actuator cylinder bore with short 10.0 mm (0.390 in.) strokes. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Clutch, M/T > Clutch Hydraulic System > Clutch Slave Cylinder > Component Information > Service and Repair > Bleeding Hydraulic System > Page 4113 Inspect ^ Reservoir for air bubbles 8. Continue until air bubbles are no longer entering the reservoir. 9. Install the actuator cylinder on the transaxle 10. Install the clutch master cylinder mounting nuts Tighten ^ Nuts evenly to 21 N.m (16 lbs. ft.). Inspect ^ Fluid level in reservoir. Fill reservoir with Hydraulic Clutch Fluid GM P/N 12345347 or equivalent. 11. Start the engine and push the clutch to the floor. Wait ten seconds and select reverse gear. There should be no grating of gears. If so, hydraulic system may still contain air. If this is the condition, repeat bleeding procedure. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Clutch, M/T > Clutch Hydraulic System > Clutch Slave Cylinder > Component Information > Service and Repair > Bleeding Hydraulic System > Page 4114 Clutch Slave Cylinder: Service and Repair Clutch Master & Actuator Cylinder (Figure 1) Clutch Master Cylinder and Pedal (Figure 2) Disconnecting Clutch Actuator Cylinder Line Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Clutch, M/T > Clutch Hydraulic System > Clutch Slave Cylinder > Component Information > Service and Repair > Bleeding Hydraulic System > Page 4115 (Figure 3) Connecting Clutch Actuator Cylinder Line (Figure 4) Clutch Actuator REMOVE OR DISCONNECT 1. Air intake duct from air cleaner. 2. Negative and positive battery cables from battery. 3. Left fender brace and battery. 4. Intake Air Temperature (IAT) sensor lead at air cleaner. 5. Mass air flow sensor lead, then remove Positive Crankcase Ventilation (PCV) retaining clamp from air intake duct. 6. Clamp retaining air intake duct to throttle body. 7. Mass air flow mounting bolt and air cleaner bracket mounting bolts at battery tray. 8. Air cleaner, mass air flow sensor and air intake duct as an assembly. 9. Electrical lead at washer bottle, then remove attaching bolts and washer bottle. 10. Cruise control mounting bracket retaining nuts from strut tower, if equipped. 11. Sound insulator from inside of vehicle. 12. Clutch master cylinder pushrod from clutch pedal. 14. Actuator cylinder quick disconnect from master cylinder line, (figure 2). 15. Transaxle from vehicle, refer to Manual Transmission/Transaxle / Service and Repair. 16. Clutch actuator from transaxle, (figure 4). INSTALL OR CONNECT 1. Actuator cylinder to transaxle. 2. Transaxle assembly. 3. Actuator cylinder quick connect to clutch master cylinder line, (figure 3). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Clutch, M/T > Clutch Hydraulic System > Clutch Slave Cylinder > Component Information > Service and Repair > Bleeding Hydraulic System > Page 4116 2. Master cylinder to front of dash and tighten nuts to 23 Nm (17 ft lbs). 3. Remove pedal restrictor from pushrod. Lubricate pushrod bushing on clutch pedal, then connect pushrod to clutch pedal and install retaining clip. 4. If equipped with cruise control, check switch adjustment at clutch pedal. NOTE: If adjustment is necessary, do not exert an upward force on clutch pedal pad of more than 89 Nm (20 ft lbs) or damage to master cylinder pushrod retaining ring may result. 5. Sound insulator and then bleed system, refer to Clutch, M/T / Service and Repair. 7. Washer bottle and electrical connection. 8. Air cleaner, mass air flow sensor and air intake duct. 9. Clamp retaining air intake duct to throttle body. 10. PCV pipe retaining clamp. 11. Mass air flow and IAT sensor leads. 12. Battery and left fender brace. 13. Positive and negative battery cables, then air intake duct to air cleaner. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Clutch, M/T > Clutch Pedal Assembly > Component Information > Adjustments Clutch Pedal Assembly: Adjustments Fig. 1 Hydraulic Clutch Assembly These models use a hydraulic clutch system, Fig. 1. The system consists of a dash mounted master cylinder with integral reservoir, a transmission mounted slave cylinder and high pressure tubing to connect the two components. The hydraulic clutch system provides automatic clutch adjustment, therefore, there is no provision for adjustment. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Clutch, M/T > Clutch Switch > Component Information > Locations > Component Locations Below LH Side Of I/P (Manual) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Clutch, M/T > Clutch Switch > Component Information > Locations > Component Locations > Page 4124 Below LH Side Of I/P (Manual) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Clutch, M/T > Clutch Switch > Component Information > Locations > Page 4125 Clutch Switch: Service and Repair 1. Disconnect clutch switch electrical connector. 2. Remove clutch bracket and switch attaching nuts, then remove switch. 3. Reverse procedure to install. Torque switch attaching nuts to 53 inch lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Clutch, M/T > Clutch Release Fork, M/T > Component Information > Specifications Clutch Release Fork: Specifications Clutch Fork Assembly Pivot Bolt ......................................................................................................... ................................................................... 24 lbs. ft. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Clutch, M/T > Pressure Plate > Component Information > Specifications Pressure Plate: Specifications Clutch Cover to Flywheel Bolt 24 Nm + Rotate an additional 30 degrees. 18 lb. ft. + Rotate an additional 30 degrees. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Continuously Variable Transmission/Transaxle, CVT > Component Information > Technical Service Bulletins > Customer Interest: > 04-07-30-013B > Feb > 07 > Engine, A/T Shift/Driveability Concerns/MIL ON Continuously Variable Transmission/Transaxle: Customer Interest Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Continuously Variable Transmission/Transaxle, CVT > Component Information > Technical Service Bulletins > Customer Interest: > 04-07-30-013B > Feb > 07 > Engine, A/T Shift/Driveability Concerns/MIL ON > Page 4140 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Continuously Variable Transmission/Transaxle, CVT > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Continuously Variable Transmission/Transaxle: > 04-06-01-029E > Apr > 10 > Vehicle - Engine Crankcase and Subsystems Flushing Info. Continuously Variable Transmission/Transaxle: All Technical Service Bulletins Vehicle - Engine Crankcase and Subsystems Flushing Info. INFORMATION Bulletin No.: 04-06-01-029E Date: April 29, 2010 Subject: Unnecessary Flushing Services, Additive Recommendations and Proper Utilization of GM Simplified Maintenance Schedule to Enhance Customer Service Experience Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to update the model years and add information about the proper transmission flush procedure. Please discard Corporate Bulletin Number 04-06-01-029D (Section 06 - Engine/Propulsion System). An Overview of Proper Vehicle Service General Motors is aware that some companies are marketing tools and equipment to support a subsystem flushing procedures. These dedicated machines are in addition to many engine oil, cooling system, fuel system, A/C, transmission flush and steering system additives available to the consumer. GM Vehicles under normal usage do not require any additional procedures or additives beyond what is advised under the former Vehicle Maintenance Schedules or the current Simplified Maintenance Schedules. Do not confuse machines available from Kent-Moore/SPX that are designed to aid and accelerate the process of fluid changing with these flushing machines. Engine Crankcase Flushing General Motors Corporation does not endorse or recommend engine crankcase flushing for any of its gasoline engines. Analysis of some of the aftermarket materials used for crankcase flushing indicate incompatibility with GM engine components and the potential for damage to some engine seals and bearings. Damage to engine components resulting from crankcase flushing IS NOT COVERED under the terms of the New Vehicle Warranty. GM Authorized Service Information: Detailed, Descriptive, and Complete If a specific model vehicle or powertrain need is identified, GM will issue an Authorized Service Document containing a procedure and, if required, provide, make available, or require the specific use of a machine, tool or chemical to accomplish proper vehicle servicing. An example of this is fuel injector cleaning. Due to variation in fuel quality in different areas of the country, GM has recognized the need for fuel injector cleaning methods on some engines, though under normal circumstances, this service is not part of the maintenance requirements. GM has published several gasoline fuel injector cleaning bulletins that fully outline the methods to be used in conjunction with GM Part Numbered solutions to accomplish proper and safe cleaning of the fuel injectors with preventative maintenance suggestions to maintain optimum performance. You may refer to Corporate Bulletin Numbers 03-06-04-030 and 04-06-04-051 for additional information on this subject. Subsystem Flushing Flushing of A/C lines, radiators, transmission coolers, and power steering systems are recognized practices to be performed after catastrophic failures or extreme corrosion when encountered in radiators. For acceptable A/C flushing concerns, refer to Corporate Bulletin Number 01-01-38-006. This practice is NOT required or recommended for normal service operations. The use of external transmission fluid exchange or flush machines is NOT recommended for the automatic or manual transmission. Use of external machines to replace the fluid may affect the operation or durability of the transmission. Transmission fluid should only be replaced by draining and refilling following directions in SI. Refer to Automatic/Manual Transmission Fluid and Filter Replacement. Approved Transmission Flushing Tool (Transmission Cooler Only) The Automatic Transmission Oil Cooler Flush and Flow Test Tool is recommended for GM vehicles. Refer to Transmission Fluid Cooler Flushing and Flow Test in SI using the J 45096. Service Is Important to You and Your Customer General Motors takes great pride in offering our dealerships and customers high quality vehicles that require extremely low maintenance over the life of the vehicle. This low cost of ownership builds repeat sales and offers our customers measurable economy of operation against competing vehicles. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Continuously Variable Transmission/Transaxle, CVT > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Continuously Variable Transmission/Transaxle: > 04-06-01-029E > Apr > 10 > Vehicle - Engine Crankcase and Subsystems Flushing Info. > Page 4146 Providing responsible services at the proper intervals will greatly aid your dealership with repeat business, and additional services when required. Most customers appreciate and gain trust in the dealership that informs and offers them just what they need for continued trouble-free operation. Examine your service department's practices and verify that all Service Consultants and Technicians focus on customer satisfaction, vehicle inspections, and other products at time of service. Use this opportunity to upgrade the services you provide to your customers. Here are a few suggestions: - Take the time required to align your dealership service practices with the new GM Simplified Maintenance Schedule. Use the new vehicle Owner's Manual Maintenance I and II schedules to create a "mirror image" in your advertising and dealer service pricing that is easily understandable to your customer. Taking advantage of this new service strategy may greatly increase your dealership service sales and customer retention while decreasing the frequency of visits and inconvenience to your customer. - Review your program to ensure that all vehicles coming in are evaluated for safety and wear items. Examine all vehicles for tire condition, signs of misalignment, brake wear, exterior lamp functionality, exhaust condition, A/C cooling performance, SRS or Air Bag MIL, along with Service Engine Soon or Check Engine indicators. If the Service Engine Soon or Check Engine MIL is illuminated, it is vital that you inform the customer of the concerns with ignoring the indicator and what the required repair would cost. In addition to the possibility of increased emissions and driveability concerns, many customers are unaware that lower gas mileage may also result, with additional cost to the customer. - Be complete in your service recommendations. Some sales opportunities are not being fully pursued nationally. Focus on overlooked but required maintenance that has real benefits to the customer. Many vehicles are equipped with cabin air filters. If these filters are used beyond replacement time, they may impede airflow decreasing A/C and heating performance. Make sure these filters are part of your recommended service. Note that some of our vehicles may not have been factory equipped but will accept the filters as an accessory. - Express the value in maintaining the finish quality of the customer's vehicle at the Maintenance I and II visits. More fully utilize the vehicle prep personnel you already have in place. In today's world, many people simply ignore the finish of their vehicle, at best infrequently using an automatic car wash for exterior cleaning. Offer vehicle detailing services in stages from just a wash and wax to a complete interior cleaning. When paired with the Simplified Maintenance visit, this will increase customer satisfaction. On return, the customer gets a visibly improved vehicle that will be a source of pride of ownership along with a vehicle that is now fully maintained. Also, reinforce the improved resale value of a completely maintained vehicle. - For customers who clean and maintain the appearance of their vehicles themselves encourage the use of GM Vehicle Care products. Many customers may have never used GM Car Wash/Wax Concentrate, GM Cleaner Wax or a longtime product, GM Glass Cleaner, which is a favorite of many customers who try it just once. If your dealership give samples of these products with new car purchases, customers may already be sold on the product but not willing to make a special trip to the dealership. Capitalize on sales at this time. Stock shelves right at the Service counter with these products and consider instituting compensation programs for Service Consultants who suggest these products. Many consumers faced with an intimidating wall full of car care products sold at local auto parts stores may find it comforting to purchase a fully tested product sold by GM that they know will not harm the finish of their vehicle. We suggest these competitively priced basic vehicle care products to emphasize: In USA: - #12378401 GM Vehicle Care Wash/Wax Concentrate 16 fl. oz. (0.473L) - #89021822 GM Vehicle Care Glass Cleaner Aerosol 18 oz. (510 g) - #12377966 GM Vehicle Care Cleaner Wax 16 fl. oz. (0.473L) - #1052929 GM Vehicle Care Chrome and Wire Wheel Cleaner 16 fl. oz. (0.473L) - #88861431 GM Vehicle Care Odor Eliminator 24 fl. oz. (0.710L) In Canada: - #10953203 GM Vehicle Care Wash & Wax Concentrate 473 mL - #992727 GM Glass Cleaner Aerosol 500 g - #10952905 GM Vehicle Care Liquid Cleaner/Wax 473 mL - #10953013 GM Vehicle Care Chrome Cleaner and Polish 454 mL - #10953202 GM Vehicle Care Wheel Brite 473 mL - #88901678 GM Vehicle Care Odor Eliminator 473 mL - Display signboards with the installed price for popular GM Accessories such as running boards and Tonneau Covers. Customers may not think to ask about these desirable items at the time of a service visit. - Finally, take advantage of the GM Goodwrench initiatives (Tire Program, Goodwrench Credit Card, etc. / Dealer Marketing Association (DMA) Promotions in Canada) to provide the customer with more reasons to identify your dealership as the best place to go for parts and service. Remember to utilize ALL of the service aspects you possess in your dealership to satisfy and provide value to your customer. Many businesses exist profitably as an oil change location, a vehicle repair facility, or a detailing shop alone. You already have the capabilities of all three and provide these services with the inherent trust of your customer, under the GM Mark of Excellence. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Continuously Variable Transmission/Transaxle, CVT > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Continuously Variable Transmission/Transaxle: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON Continuously Variable Transmission/Transaxle: All Technical Service Bulletins Engine, A/T Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Continuously Variable Transmission/Transaxle, CVT > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Continuously Variable Transmission/Transaxle: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON > Page 4151 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Continuously Variable Transmission/Transaxle, CVT > Component Information > Technical Service Bulletins > All Other Service Bulletins for Continuously Variable Transmission/Transaxle: > 04-06-01-029E > Apr > 10 > Vehicle - Engine Crankcase and Subsystems Flushing Info. Continuously Variable Transmission/Transaxle: All Technical Service Bulletins Vehicle - Engine Crankcase and Subsystems Flushing Info. INFORMATION Bulletin No.: 04-06-01-029E Date: April 29, 2010 Subject: Unnecessary Flushing Services, Additive Recommendations and Proper Utilization of GM Simplified Maintenance Schedule to Enhance Customer Service Experience Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to update the model years and add information about the proper transmission flush procedure. Please discard Corporate Bulletin Number 04-06-01-029D (Section 06 - Engine/Propulsion System). An Overview of Proper Vehicle Service General Motors is aware that some companies are marketing tools and equipment to support a subsystem flushing procedures. These dedicated machines are in addition to many engine oil, cooling system, fuel system, A/C, transmission flush and steering system additives available to the consumer. GM Vehicles under normal usage do not require any additional procedures or additives beyond what is advised under the former Vehicle Maintenance Schedules or the current Simplified Maintenance Schedules. Do not confuse machines available from Kent-Moore/SPX that are designed to aid and accelerate the process of fluid changing with these flushing machines. Engine Crankcase Flushing General Motors Corporation does not endorse or recommend engine crankcase flushing for any of its gasoline engines. Analysis of some of the aftermarket materials used for crankcase flushing indicate incompatibility with GM engine components and the potential for damage to some engine seals and bearings. Damage to engine components resulting from crankcase flushing IS NOT COVERED under the terms of the New Vehicle Warranty. GM Authorized Service Information: Detailed, Descriptive, and Complete If a specific model vehicle or powertrain need is identified, GM will issue an Authorized Service Document containing a procedure and, if required, provide, make available, or require the specific use of a machine, tool or chemical to accomplish proper vehicle servicing. An example of this is fuel injector cleaning. Due to variation in fuel quality in different areas of the country, GM has recognized the need for fuel injector cleaning methods on some engines, though under normal circumstances, this service is not part of the maintenance requirements. GM has published several gasoline fuel injector cleaning bulletins that fully outline the methods to be used in conjunction with GM Part Numbered solutions to accomplish proper and safe cleaning of the fuel injectors with preventative maintenance suggestions to maintain optimum performance. You may refer to Corporate Bulletin Numbers 03-06-04-030 and 04-06-04-051 for additional information on this subject. Subsystem Flushing Flushing of A/C lines, radiators, transmission coolers, and power steering systems are recognized practices to be performed after catastrophic failures or extreme corrosion when encountered in radiators. For acceptable A/C flushing concerns, refer to Corporate Bulletin Number 01-01-38-006. This practice is NOT required or recommended for normal service operations. The use of external transmission fluid exchange or flush machines is NOT recommended for the automatic or manual transmission. Use of external machines to replace the fluid may affect the operation or durability of the transmission. Transmission fluid should only be replaced by draining and refilling following directions in SI. Refer to Automatic/Manual Transmission Fluid and Filter Replacement. Approved Transmission Flushing Tool (Transmission Cooler Only) The Automatic Transmission Oil Cooler Flush and Flow Test Tool is recommended for GM vehicles. Refer to Transmission Fluid Cooler Flushing and Flow Test in SI using the J 45096. Service Is Important to You and Your Customer General Motors takes great pride in offering our dealerships and customers high quality vehicles that require extremely low maintenance over the life of the vehicle. This low cost of ownership builds repeat sales and offers our customers measurable economy of operation against competing vehicles. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Continuously Variable Transmission/Transaxle, CVT > Component Information > Technical Service Bulletins > All Other Service Bulletins for Continuously Variable Transmission/Transaxle: > 04-06-01-029E > Apr > 10 > Vehicle - Engine Crankcase and Subsystems Flushing Info. > Page 4157 Providing responsible services at the proper intervals will greatly aid your dealership with repeat business, and additional services when required. Most customers appreciate and gain trust in the dealership that informs and offers them just what they need for continued trouble-free operation. Examine your service department's practices and verify that all Service Consultants and Technicians focus on customer satisfaction, vehicle inspections, and other products at time of service. Use this opportunity to upgrade the services you provide to your customers. Here are a few suggestions: - Take the time required to align your dealership service practices with the new GM Simplified Maintenance Schedule. Use the new vehicle Owner's Manual Maintenance I and II schedules to create a "mirror image" in your advertising and dealer service pricing that is easily understandable to your customer. Taking advantage of this new service strategy may greatly increase your dealership service sales and customer retention while decreasing the frequency of visits and inconvenience to your customer. - Review your program to ensure that all vehicles coming in are evaluated for safety and wear items. Examine all vehicles for tire condition, signs of misalignment, brake wear, exterior lamp functionality, exhaust condition, A/C cooling performance, SRS or Air Bag MIL, along with Service Engine Soon or Check Engine indicators. If the Service Engine Soon or Check Engine MIL is illuminated, it is vital that you inform the customer of the concerns with ignoring the indicator and what the required repair would cost. In addition to the possibility of increased emissions and driveability concerns, many customers are unaware that lower gas mileage may also result, with additional cost to the customer. - Be complete in your service recommendations. Some sales opportunities are not being fully pursued nationally. Focus on overlooked but required maintenance that has real benefits to the customer. Many vehicles are equipped with cabin air filters. If these filters are used beyond replacement time, they may impede airflow decreasing A/C and heating performance. Make sure these filters are part of your recommended service. Note that some of our vehicles may not have been factory equipped but will accept the filters as an accessory. - Express the value in maintaining the finish quality of the customer's vehicle at the Maintenance I and II visits. More fully utilize the vehicle prep personnel you already have in place. In today's world, many people simply ignore the finish of their vehicle, at best infrequently using an automatic car wash for exterior cleaning. Offer vehicle detailing services in stages from just a wash and wax to a complete interior cleaning. When paired with the Simplified Maintenance visit, this will increase customer satisfaction. On return, the customer gets a visibly improved vehicle that will be a source of pride of ownership along with a vehicle that is now fully maintained. Also, reinforce the improved resale value of a completely maintained vehicle. - For customers who clean and maintain the appearance of their vehicles themselves encourage the use of GM Vehicle Care products. Many customers may have never used GM Car Wash/Wax Concentrate, GM Cleaner Wax or a longtime product, GM Glass Cleaner, which is a favorite of many customers who try it just once. If your dealership give samples of these products with new car purchases, customers may already be sold on the product but not willing to make a special trip to the dealership. Capitalize on sales at this time. Stock shelves right at the Service counter with these products and consider instituting compensation programs for Service Consultants who suggest these products. Many consumers faced with an intimidating wall full of car care products sold at local auto parts stores may find it comforting to purchase a fully tested product sold by GM that they know will not harm the finish of their vehicle. We suggest these competitively priced basic vehicle care products to emphasize: In USA: - #12378401 GM Vehicle Care Wash/Wax Concentrate 16 fl. oz. (0.473L) - #89021822 GM Vehicle Care Glass Cleaner Aerosol 18 oz. (510 g) - #12377966 GM Vehicle Care Cleaner Wax 16 fl. oz. (0.473L) - #1052929 GM Vehicle Care Chrome and Wire Wheel Cleaner 16 fl. oz. (0.473L) - #88861431 GM Vehicle Care Odor Eliminator 24 fl. oz. (0.710L) In Canada: - #10953203 GM Vehicle Care Wash & Wax Concentrate 473 mL - #992727 GM Glass Cleaner Aerosol 500 g - #10952905 GM Vehicle Care Liquid Cleaner/Wax 473 mL - #10953013 GM Vehicle Care Chrome Cleaner and Polish 454 mL - #10953202 GM Vehicle Care Wheel Brite 473 mL - #88901678 GM Vehicle Care Odor Eliminator 473 mL - Display signboards with the installed price for popular GM Accessories such as running boards and Tonneau Covers. Customers may not think to ask about these desirable items at the time of a service visit. - Finally, take advantage of the GM Goodwrench initiatives (Tire Program, Goodwrench Credit Card, etc. / Dealer Marketing Association (DMA) Promotions in Canada) to provide the customer with more reasons to identify your dealership as the best place to go for parts and service. Remember to utilize ALL of the service aspects you possess in your dealership to satisfy and provide value to your customer. Many businesses exist profitably as an oil change location, a vehicle repair facility, or a detailing shop alone. You already have the capabilities of all three and provide these services with the inherent trust of your customer, under the GM Mark of Excellence. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly > Constant Velocity Joint > Component Information > Service and Repair > Cross Groove Design Front Axle Constant Velocity Joint: Service and Repair Cross Groove Design Front Axle Fig. 15 Cross Groove Inner Joint Seal Replacement. With Cross Groove Inner Joint. For removal and installation procedures refer to Fig. 15 . Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly > Constant Velocity Joint > Component Information > Service and Repair > Cross Groove Design Front Axle > Page 4164 Constant Velocity Joint: Service and Repair Outer Constant Velocity Joint & Seal Fig. 16 Outer Constant Velocity Joint Seal Replacement. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly > Constant Velocity Joint > Component Information > Service and Repair > Cross Groove Design Front Axle > Page 4165 Fig. 17 Outer Constant Velocity Joint. For removal and installation procedures refer to Fig. 16 and 17 . Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly > Constant Velocity Joint > Component Information > Service and Repair > Cross Groove Design Front Axle > Page 4166 Constant Velocity Joint: Service and Repair Inner Tripot & Seal Fig. 18 Inner Tripot Seal Replacement. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly > Constant Velocity Joint > Component Information > Service and Repair > Cross Groove Design Front Axle > Page 4167 Fig. 19 Inner Tripot Seal Replacement (Part 1 Of 2). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly > Constant Velocity Joint > Component Information > Service and Repair > Cross Groove Design Front Axle > Page 4168 Fig. 19 Inner Tripot Seal Replacement (Part 2 Of 2). For removal and installation procedures, refer to Figs. 18 and 19 . Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly > Constant Velocity Joint > Component Information > Service and Repair > Cross Groove Design Front Axle > Page 4169 Constant Velocity Joint: Service and Repair Deflector Ring Fig. 20 Deflector Ring Replacement. For removal and installation procedures, refer to Fig. 20 . Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly > Constant Velocity Joint Boot > Component Information > Service and Repair > Cross Groove Design Front Axle Constant Velocity Joint Boot: Service and Repair Cross Groove Design Front Axle Fig. 15 Cross Groove Inner Joint Seal Replacement. With Cross Groove Inner Joint. For removal and installation procedures refer to Fig. 15 . Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly > Constant Velocity Joint Boot > Component Information > Service and Repair > Cross Groove Design Front Axle > Page 4174 Constant Velocity Joint Boot: Service and Repair Outer Constant Velocity Joint & Seal Fig. 16 Outer Constant Velocity Joint Seal Replacement. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly > Constant Velocity Joint Boot > Component Information > Service and Repair > Cross Groove Design Front Axle > Page 4175 Fig. 17 Outer Constant Velocity Joint. For removal and installation procedures refer to Fig. 16 and 17 . Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly > Constant Velocity Joint Boot > Component Information > Service and Repair > Cross Groove Design Front Axle > Page 4176 Constant Velocity Joint Boot: Service and Repair Inner Tripot & Seal Fig. 18 Inner Tripot Seal Replacement. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly > Constant Velocity Joint Boot > Component Information > Service and Repair > Cross Groove Design Front Axle > Page 4177 Fig. 19 Inner Tripot Seal Replacement (Part 1 Of 2). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly > Constant Velocity Joint Boot > Component Information > Service and Repair > Cross Groove Design Front Axle > Page 4178 Fig. 19 Inner Tripot Seal Replacement (Part 2 Of 2). For removal and installation procedures, refer to Figs. 18 and 19 . Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly > Constant Velocity Joint Boot > Component Information > Service and Repair > Cross Groove Design Front Axle > Page 4179 Constant Velocity Joint Boot: Service and Repair Deflector Ring Fig. 20 Deflector Ring Replacement. For removal and installation procedures, refer to Fig. 20 . Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Seals and Gaskets, Drive Axles > System Information > Technical Service Bulletins > By Symptom for Seals and Gaskets: > 477133 > Aug > 94 > Axle Oil Seal, Right - Leaks at the Axle Tripod Shank Seals and Gaskets: By Symptom Axle Oil Seal, Right - Leaks at the Axle Tripod Shank Group Ref.: 7 - Transmission Bulletin No.: 477133 Date: August, 1994 SUBJECT: RIGHT AXLE OIL SEAL LEAKS (INSTALL REVISED RIGHT AXLE OIL SEAL) MODELS: 1992-93 BUICK RIVIERA 1992-94 BUICK CENTURY, PARK AVENUE, LE SABRE, SKYLARK AND REGAL 1992 CADILLAC ALLANTE 1992-93 CADILLAC FLEETWOOD (FWD), SIXTY SPECIAL, ELDORADO AND SEVILLE 1992-94 CADILLAC DE VILLE 1992-94 CHEVROLET CAVALIER, BERETTA, CORSICA, LUMINA AND LUMINA APV 1992 OLDSMOBILE TORONADO 1992-94 OLDSMOBILE CUTLASS CIERA, NINETY EIGHT, EIGHTY EIGHT, ACHIEVA, CUTLASS SUPREME AND SILHOUETTE 1992-94 PONTIAC SUNBIRD, BONNEVILLE, GRAND AM, GRAND PRIX AND TRANS SPORT TRANSAXLE APPLICATIONS: HYDRA-MATIC 3T40 (RPO MD9) HYDRA-MATIC 4T60 (RPO ME9) HYDRA-MATIC 4T60-E (RPO M13) TRANSAXLE MODELS: 1992-94 MODELS BUILT BEFORE JUNE 6, 1994 (JULIAN DATE 157) CONDITION: Some owners may experience an oil leak that is diagnosed as a right axle oil seal leak at the axle tripot shank. CAUSE: This condition may be caused by inadequate seal contact to the axle tripot shank. CORRECTION: A revised Right Axle Oil Seal was implemented in production to reduce the potential for axle oil seal leaks and is available for service. The revised Right Axle Oil Seal extends over the axle tripot shank an additional 2 mm (refer to Figure 1). SERVICE INFORMATION: When Right Axle Oil Seal replacement is required on any 1992-1994 Hydra-Matic 3T40, 4T60 or 4T60-E transaxle, install the revised Right Axle Oil Seal listed under "Service Parts Information". The previous Right Axle Oil Seal was blue in color. The revised Right Axle Oil Seal is green. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Seals and Gaskets, Drive Axles > System Information > Technical Service Bulletins > By Symptom for Seals and Gaskets: > 477133 > Aug > 94 > Axle Oil Seal, Right - Leaks at the Axle Tripod Shank > Page 4188 IMPORTANT: WHEN A DRIVE AXLE IS REMOVED FROM THE TRANSAXLE FOR ANY REASON, THE AXLE SEALING SURFACE (TRIPOT SHANK) SHOULD BE INSPECTED FOR CORROSION. IF CORROSION IS EVIDENT, THE SURFACE SHOULD BE CLEANED WITH 320 GRIT CLOTH OR EQUIVALENT. AUTOMATIC TRANSMISSION FLUID MAY BE USED TO CLEAN OFF ANY REMAINING DEBRIS. THE SURFACE SHOULD BE WIPED DRY AND THE DRIVE AXLE REINSTALLED FREE OF ANY BUILD UP. SERVICE PARTS INFORMATION: The table lists Left and Right Axle Oil Seal usage for all Hydra-matic 3T40, 4T60 and 4T60-E transaxles: PARTS INFORMATION: Parts are expected to be available on September 5, 1994. WARRANTY INFORMATION: For vehicles repaired under warranty, use: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Seals and Gaskets, Drive Axles > System Information > Technical Service Bulletins > All Technical Service Bulletins for Seals and Gaskets: > 477133 > Aug > 94 > Axle Oil Seal, Right - Leaks at the Axle Tripod Shank Seals and Gaskets: All Technical Service Bulletins Axle Oil Seal, Right - Leaks at the Axle Tripod Shank Group Ref.: 7 - Transmission Bulletin No.: 477133 Date: August, 1994 SUBJECT: RIGHT AXLE OIL SEAL LEAKS (INSTALL REVISED RIGHT AXLE OIL SEAL) MODELS: 1992-93 BUICK RIVIERA 1992-94 BUICK CENTURY, PARK AVENUE, LE SABRE, SKYLARK AND REGAL 1992 CADILLAC ALLANTE 1992-93 CADILLAC FLEETWOOD (FWD), SIXTY SPECIAL, ELDORADO AND SEVILLE 1992-94 CADILLAC DE VILLE 1992-94 CHEVROLET CAVALIER, BERETTA, CORSICA, LUMINA AND LUMINA APV 1992 OLDSMOBILE TORONADO 1992-94 OLDSMOBILE CUTLASS CIERA, NINETY EIGHT, EIGHTY EIGHT, ACHIEVA, CUTLASS SUPREME AND SILHOUETTE 1992-94 PONTIAC SUNBIRD, BONNEVILLE, GRAND AM, GRAND PRIX AND TRANS SPORT TRANSAXLE APPLICATIONS: HYDRA-MATIC 3T40 (RPO MD9) HYDRA-MATIC 4T60 (RPO ME9) HYDRA-MATIC 4T60-E (RPO M13) TRANSAXLE MODELS: 1992-94 MODELS BUILT BEFORE JUNE 6, 1994 (JULIAN DATE 157) CONDITION: Some owners may experience an oil leak that is diagnosed as a right axle oil seal leak at the axle tripot shank. CAUSE: This condition may be caused by inadequate seal contact to the axle tripot shank. CORRECTION: A revised Right Axle Oil Seal was implemented in production to reduce the potential for axle oil seal leaks and is available for service. The revised Right Axle Oil Seal extends over the axle tripot shank an additional 2 mm (refer to Figure 1). SERVICE INFORMATION: When Right Axle Oil Seal replacement is required on any 1992-1994 Hydra-Matic 3T40, 4T60 or 4T60-E transaxle, install the revised Right Axle Oil Seal listed under "Service Parts Information". The previous Right Axle Oil Seal was blue in color. The revised Right Axle Oil Seal is green. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Seals and Gaskets, Drive Axles > System Information > Technical Service Bulletins > All Technical Service Bulletins for Seals and Gaskets: > 477133 > Aug > 94 > Axle Oil Seal, Right - Leaks at the Axle Tripod Shank > Page 4194 IMPORTANT: WHEN A DRIVE AXLE IS REMOVED FROM THE TRANSAXLE FOR ANY REASON, THE AXLE SEALING SURFACE (TRIPOT SHANK) SHOULD BE INSPECTED FOR CORROSION. IF CORROSION IS EVIDENT, THE SURFACE SHOULD BE CLEANED WITH 320 GRIT CLOTH OR EQUIVALENT. AUTOMATIC TRANSMISSION FLUID MAY BE USED TO CLEAN OFF ANY REMAINING DEBRIS. THE SURFACE SHOULD BE WIPED DRY AND THE DRIVE AXLE REINSTALLED FREE OF ANY BUILD UP. SERVICE PARTS INFORMATION: The table lists Left and Right Axle Oil Seal usage for all Hydra-matic 3T40, 4T60 and 4T60-E transaxles: PARTS INFORMATION: Parts are expected to be available on September 5, 1994. WARRANTY INFORMATION: For vehicles repaired under warranty, use: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Wheel Bearing > Component Information > Specifications Wheel Bearing: Specifications Front Suspension Hub and Bearing Assembly to Steering Knuckle Bolts ........................................................................................................................ 95 Nm (70 ft. lbs.) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Wheel Bearing > Component Information > Service and Repair > Front Wheel Bearing Removal and Installation Wheel Bearing: Service and Repair Front Wheel Bearing Removal and Installation FRONT WHEEL BEARINGS AND/OR HUB Fig. 2 Modified Outer Seal Protector Fig. 3 Removing And Installing Shaft Nut REMOVAL 1. Raise and support vehicle. 2. Remove tire and wheel assembly, then install modified outer seal protector No. J 34754 or equivalent, Fig. 2. 3. Insert a drift punch through the rotor, Fig. 3 , then remove axle shaft nut and washer. 4. Remove ball joint, then using tool No. J-28733-A, or equivalent, disengage axle from hub and bearing assembly. 5. On all models, move axle shaft inward, then remove caliper attaching bolts and support caliper. 6. Remove brake rotor, then hub and bearing assembly attaching bolts. 7. Remove hub and bearing assembly. INSTALLATION 1. Install hub and bearing assembly, tighten attaching bolts to specification. 2. Install hub and bearing seal, then the brake rotor. 3. Install caliper, tighten attaching bolts to specification. 4. Move axle shaft outward, then insert drift punch through rotor, Fig. 3. 5. Install washer and new shaft nut, tighten shaft nut to specification. 6. Install ball joint, then remove drift punch and seal protector. 7. Install tire and wheel assembly, then lower vehicle. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Wheel Bearing > Component Information > Service and Repair > Front Wheel Bearing Removal and Installation > Page 4200 Wheel Bearing: Service and Repair Rear REAR HUB AND/OR BEARINGS 1. Raise and support vehicle, then remove wheel and tire assembly and brake drum. CAUTION: Do not hammer brake drum since damage to bearing may result. 2. Remove four hub/bearing assembly to rear axle attaching bolts, then the hub/bearing assembly from axle. NOTE: The upper rear hub attaching bolt may not clear brake shoe when removing hub and bearing assembly. Partially remove hub and bearing assembly prior to removing this bolt. 3. Reverse procedure to install. Torque hub attaching bolts to specification. CAUTION: Use care not to drop hub/bearing assembly since damage to bearing may result. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Wheel Hub > Axle Nut > Component Information > Specifications Axle Nut: Specifications Component .......................................................................................................................................... ....................................................... Torque/Ft. Lbs. Axle Nut ............................................................................................................................................... ............................................................................ 184 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive/Propeller Shafts, Bearings and Joints > Drive/Propeller Shaft > Component Information > Service and Repair Drive/Propeller Shaft: Service and Repair Fig. 7 Axle Shaft Nut Removal. Fig. 8 Drive Axle Outer Joint Removal. Fig. 9 Inner Axle Joint Replacement. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive/Propeller Shafts, Bearings and Joints > Drive/Propeller Shaft > Component Information > Service and Repair > Page 4209 REMOVAL 1. Disconnect battery ground cable. 2. Raise and support vehicle, then remove wheel and tire assembly. 3. Install drive axle seal protector tool No. J-34754, or equivalent, on outer joint. 4. Insert a screwdriver or drift into caliper and rotor to prevent rotor from turning, then remove hub nut and washer, Fig. 7 . 5. Remove lower ball joint cotter pin and nut, then loosen joint using remover tool No. J-29330, or equivalent. If right axle is being removed, turn wheel to left, if left axle is being removed, turn wheel to right. 6. Insert a prybar between suspension support and lower control arm and separate joint. 7. Using puller tool No. J-28733-A, or equivalent, separate axle from hub and bearing, Fig. 8 . 8. Move strut and knuckle assembly rearward. 9. Remove inner joint from transaxle or intermediate shaft (if equipped) using puller tool No. J-28468 or J-33008 attached to tool Nos. J-29794 and J-2619-01, or equivalents, Fig. 9 . 10. Remove drive axle from vehicle. INSTALLATION 1. Install seal protector tool No. J-37292-B, or equivalent, into transaxle. 2. Install drive axle into the transaxle by placing a screwdriver into groove on joint housing and tapping until seated, Fig. 9 . 3. Lubricate inside diameter of seal lips and completely fill cavity between hub and bearing assembly and seal with chassis grease. 4. Install drive axle into hub and bearing assembly. 5. Attach lower ball joint to knuckle and tighten to specification. 6. Install hub nut and washer, Fig. 7 . 7. Insert a screwdriver or drift into caliper and rotor to prevent rotor from turning, then tighten axle nut to specification. 8. Remove both seal protectors and install wheel and tire assembly. 9. Lower vehicle and connect battery ground cable. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Flex Plate > Component Information > Specifications > Tightening Specifications (Flex Plate to Converter) Flex Plate: Specifications Tightening Specifications (Flex Plate to Converter) Flywheel To Torque Converter ............................................................................................................ ................................................................. 46 Ft. Lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Lamps and Indicators - Transmission and Drivetrain > Lamps and Indicators - A/T > Shift Indicator > Component Information > Description and Operation Shift Indicator: Description and Operation DESCRIPTION This lamp is used on most models equipped with manual transmission. OPERATION The Upshift lamp is illuminated to inform the driver of ideal shift points, with improved fuel economy as the specific objective. When the light is illuminated, the transmission should be shifted to the next highest gear, if driving conditions permit such an action. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Lamps and Indicators - Transmission and Drivetrain > Lamps and Indicators - A/T > Shift Indicator > Component Information > Description and Operation > Page 4219 Shift Indicator: Service and Repair If upshift indicator is not working properly, perform the following test. 1. Disconnect ECM connector C1. 2. Place ignition switch in run. 3. Measure voltage at terminal A2 of ECM connector. 4. If battery voltage is present, further ECM diagnosis is necessary. 5. If battery voltage is not present, repair open circuit in brown/black wire, circuit 456. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Manual Transmission/Transaxle > Case, M/T > Component Information > Specifications Case: Specifications Transaxle Case ................................................................................................................................... ..................................................................... 20 lbs. ft. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Manual Transmission/Transaxle > Differential, Manual Transaxle > Differential Carrier Assembly, M/T > Carrier Pinion Shaft, M/T > Component Information > Specifications Carrier Pinion Shaft: Specifications Differential Pinion Gear Shaft .............................................................................................................. ................................................................... 17 lbs. ft. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Manual Transmission/Transaxle > Differential, Manual Transaxle > Ring Gear, M/T > Component Information > Specifications Ring Gear: Specifications Differential Ring Gear .......................................................................................................................... ................................................................... 63 lbs. ft. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Manual Transmission/Transaxle > Drain Plug, M/T > Component Information > Specifications Drain Plug: Specifications Drain Plug ............................................................................................................................................ ................................................................... 18 lbs. ft. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Manual Transmission/Transaxle > Drain Plug, M/T > Component Information > Locations > With NVG-T550 5 Speed Manual Transaxle Drain Plug: Locations With NVG-T550 5 Speed Manual Transaxle Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Manual Transmission/Transaxle > Drain Plug, M/T > Component Information > Locations > With NVG-T550 5 Speed Manual Transaxle > Page 4237 1 of 2 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Manual Transmission/Transaxle > Drain Plug, M/T > Component Information > Locations > With NVG-T550 5 Speed Manual Transaxle > Page 4238 Drain Plug: Locations With Isuzu 76mm 5 Speed Manual Transaxle Part 1 Of 2 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Manual Transmission/Transaxle > Drain Plug, M/T > Component Information > Locations > With NVG-T550 5 Speed Manual Transaxle > Page 4239 Part 2 Of 2 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Manual Transmission/Transaxle > Fill Plug, M/T > Component Information > Locations > With NVG-T550 5 Speed Manual Transaxle Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Manual Transmission/Transaxle > Fill Plug, M/T > Component Information > Locations > With NVG-T550 5 Speed Manual Transaxle > Page 4244 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Manual Transmission/Transaxle > Fluid - M/T > Component Information > Specifications > Capacity Specifications Fluid - M/T: Capacity Specifications NVG-T550 5 Speed Manual Transaxle Fluid Capacity Approx. 2.0 liters 2.1 quarts Isuzu 76mm 5 Speed Manual Transaxle Fluid Capacity Approx. 1.9 Liters 2.0 Quarts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Manual Transmission/Transaxle > Fluid - M/T > Component Information > Specifications > Capacity Specifications > Page 4249 Fluid - M/T: Fluid Type Specifications NVG-T550 5 Speed Manual Transaxle Fluid Type Synchromesh Transmission Fluid (GM Part No 12345349) or equivalent. Isuzu 76mm 5 Speed Manual Transaxle Fluid Type Synchromesh Transmission Fluid (GM Part No 12345349) or equivalent. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Manual Transmission/Transaxle > Fluid - M/T > Component Information > Service and Repair > With Isuzu 76mm 5 Speed Manual Transaxle Fluid - M/T: Service and Repair With Isuzu 76mm 5 Speed Manual Transaxle FLUID LEVEL INSPECT ^ Fluid level only when the engine is "OFF", the vehicle is level and the transaxle is cold. To check the fluid level, remove and read the fluid level indicator. If it indicates "Add" or below, use synchromesh transaxle fluid GM P/N 12345349 or equivalent lubricant to fill transaxle to the "Full" level. IMPORTANT: The fluid level indicator must be fully seated during vehicle operation or leakage will occur at the vent plug. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Manual Transmission/Transaxle > Fluid - M/T > Component Information > Service and Repair > With Isuzu 76mm 5 Speed Manual Transaxle > Page 4252 Fluid - M/T: Service and Repair With NVG-T550 5 Speed Manual Transaxle FLUID LEVEL INSPECT ^ Fluid level only when the engine is "OFF", the vehicle is level and the transaxle is cold. To check the fluid level, remove and read the fluid level indicator. If it indicates "Add" or below, use synchromesh transaxle fluid GM P/N 12345349 or equivalent lubricant to fill transaxle to the "Full" level. IMPORTANT: The fluid level indicator must be fully seated during vehicle operation or leakage will occur at the vent plug. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Manual Transmission/Transaxle > Gear, M/T > Component Information > Specifications Gear: Specifications Input Gear Bearing Retainer ................................................................................................................ ................................................................... 24 lbs. ft. End Plate To Gear Housing ............................. ........................................................................................................................................................ 20 lbs. ft. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Manual Transmission/Transaxle > Reverse Gear Shaft > Component Information > Specifications Reverse Gear Shaft: Specifications Reverse Idler Shaft .............................................................................................................................. .................................................................... 21 lbs. ft. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Manual Transmission/Transaxle > Shifter M/T > Component Information > Specifications Shifter M/T: Specifications Shift Lever Nut ..................................................................................................................................... ................................................................... 63 lbs. ft. Select Lever Retainer .......................................................................................................................... .................................................................... 17 lbs. ft. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Manual Transmission/Transaxle > Shift Linkage, M/T > Shift Cable, M/T > Component Information > Adjustments Shift Cable: Adjustments Fig. 4 Isuzu Five Speed Manual Transaxle Shift Cable Adjustment Fig. 5 Muncie Five Speed Manual Transaxle Shift Cable Assembly ISUZU Refer to Fig. 4, for exploded view of shifter cables. MUNCIE Refer to Fig. 5 for exploded view of shifter cables. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Manual Transmission/Transaxle > Shift Linkage, M/T > Shift Rail, M/T > Component Information > Specifications Shift Rail: Specifications Shift Rail Interlock Plate ...................................................................................................................... ................................................................... 15 lbs. ft. Reverse Shift Guide Rail Screw .......................................................................................................... .................................................................... 44 lbs. ft. Shift Shaft Detent Screw ..................................................................................................................... ................................................................... 6-7 lbs. ft. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Brake Switch - TCC > Component Information > Locations > Component Locations Brake Switch - TCC: Component Locations Below LH Side Of I/P (Manual) Below LH Side Of I/P (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Brake Switch - TCC > Component Information > Locations > Component Locations > Page 4275 Brake Switch - TCC: Connector Locations Below LH Side Of I/P (Automatic) Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Brake Switch - TCC > Component Information > Locations > Page 4276 Harness Connector Faces: Brake Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Fluid Pressure Sensor/Switch, A/T > Component Information > Specifications Fluid Pressure Sensor/Switch: Specifications Pressure Switch ................................................................................................................................... .................................................................... 8 Ft. Lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Component Locations LH Rear Of Engine Compartment (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Component Locations > Page 4284 LH Rear Of Engine Compartment (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Page 4285 Harness Connector Faces: Park/Neutral Position Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Page 4286 Transmission Position Switch/Sensor: Description and Operation Park/Neutral Switch (Auto. Trans) PURPOSE: The PARK/NEUTRAL (P/N) switch indicates to the computer when the transmission is in PARK or NEUTRAL. This information is used by the ECM for Idle Air Control (IAC), Torque Converter Clutch (TCC) and Exhaust Gas Recirculation (EGR) operation. OPERATION: The P/N switch contacts are a part of the neutral switch and are closed to ground in park or neutral and open in drive ranges and reverse. The ECM supplies ignition voltage through a current limiting resistor to the switch and senses a closed circuit when voltage drops to less than 1 volt. NOTE: DO NOT drive the vehicle with the PARK/NEUTRAL switch disconnected, since idle quality may be affected. LOCATION: Top of transaxle. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Page 4287 Transmission Position Switch/Sensor: Testing and Inspection Chart C-1A Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Page 4288 Park/Neutral Position Switch Circuit Circuit Description: The Park/Neutral Position (PNP) switch contacts shown are a part of the Park/Neutral position switch and are closed to ground in park or neutral, and open in drive ranges. The PCM supplies ignition voltage through a pull up resistor to CKT 434 and senses a closed switch when the voltage on CKT 434 drops to less than one volt. The PCM uses the PNP signal as one of the inputs to control: ^ Idle speed. ^ VSS diagnostics. ^ EGR. If CKT 434 indicates PNP (grounded), while in drive range, the EGR would be inoperative, resulting in possible detonation. If CKT 434 indicates drive (open) a sag in the idle may occur when the gear selector is moved into drive range. Test Description: Number(s) below refer to circled number(s) on the diagnostic chart. 1. Checks for a closed switch to ground in park position. Different makes of scan toots will display the PNP switch differently. Refer to tool operator's manual for type of display used for a specific tool. 2. Checks for an open switch in drive range. 3. Be sure Tech 1 scan tool indicates drive, even while wiggling shifter, to test for an intermittent or misadjusted switch in drive range. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Shift Interlock Solenoid > Component Information > Locations > Component Locations LH Side Of I/P (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Shift Interlock Solenoid > Component Information > Locations > Component Locations > Page 4296 Shift Interlock Solenoid: Connector Locations Behind LH Side Of I/P LH Side Of I/P (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Shift Solenoid, A/T > Component Information > Specifications Shift Solenoid: Specifications Intermediate Servo Cover .................................................................................................................... ................................................................... 8 Ft. Lbs. Solenoid To Valve Body .................................. ....................................................................................................................................................... 8 Ft. Lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Locations > Component Locations Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Locations > Component Locations > Page 4304 LH Side Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Locations > Page 4305 Harness Connector Faces: Automatic Transaxle (Torque Converter Clutch Solenoid) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Locations > Page 4306 Torque Converter Clutch Solenoid: Description and Operation Torque Converter Clutch Solenoid PURPOSE: The Transmission Converter Clutch (TCC) feature eliminates the power loss of the torque converter stage when the vehicle is in a cruise mode. OPERATION: The TCC system uses a solenoid operated valve in the automatic transmission to couple the engine flexplate to the output shaft of the transaxle through the torque converter. This reduces the slippage losses in the converter, which increases fuel economy. For the converter clutch to apply, at least two conditions must be met. 1. Internal transmission fluid pressure must be correct. 2. The ECM/PCM completes a ground circuit to energize the TCC solenoid in the transmission, which moves a check ball in the fluid line. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Service and Repair > Torque Converter Clutch (TCC) Solenoid Torque Converter Clutch Solenoid: Service and Repair Torque Converter Clutch (TCC) Solenoid TORQUE CONVERTER CLUTCH (TCC) SOLENOID & SWITCHES Torque Converter Clutch Solenoid & Switches Auxiliary Valve Body, Valve Body And Oil Pump Assembly Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Service and Repair > Torque Converter Clutch (TCC) Solenoid > Page 4309 REMOVE OR DISCONNECT 1. Valve body cover. Refer to "Valve Body Cover". 2. Wiring harness from case electrical connector and leads from pressure switch. 3. Torque converter clutch solenoid bolt to auxiliary valve body. 4. 3rd clutch pressure switch. 5. Second clutch switch, if applicable. INSTALL OR CONNECT 1. Second clutch switch, if applicable. TIGHTEN ^ Switch to 11 Nm (97 lbs. in.). 2. 3rd clutch pressure switch. TIGHTEN ^ Switch to 11 Nm (97 lbs. in.). 3. Torque converter clutch solenoid bolt to auxiliary valve body. Install new O-ring. 4. Wire harness to case and switches. 5. Valve body cover with a new gasket. ADJUST ^ Fluid level. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Service and Repair > Torque Converter Clutch (TCC) Solenoid > Page 4310 Torque Converter Clutch Solenoid: Service and Repair Valve Body Cover VALVE BODY COVER Side Cover And Control Valve View REMOVE OR DISCONNECT 1. Raise vehicle and suitably support. 2. Drain oil. 3. Left front tire and wheel assembly. 4. Left splash shield. 5. Valve body cover to transaxle bolts. INSPECT ^ Bolts INSTALL OR CONNECT 1. Valve body cover with a new gasket and bolts. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Service and Repair > Torque Converter Clutch (TCC) Solenoid > Page 4311 Valve Body Cover NOTE: It is necessary to use GM thread locker (P/N 12345382) or equivalent non-locking sealant to reduce the potential for fluid leaks on the indicated bolts. 2. Left splash shield. 3. Left front tire and wheel assembly. 4. Lower vehicle. ADJUST: ^ Oil level. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Lamps and Indicators Transmission and Drivetrain > Lamps and Indicators - A/T > Shift Indicator > Component Information > Description and Operation Shift Indicator: Description and Operation DESCRIPTION This lamp is used on most models equipped with manual transmission. OPERATION The Upshift lamp is illuminated to inform the driver of ideal shift points, with improved fuel economy as the specific objective. When the light is illuminated, the transmission should be shifted to the next highest gear, if driving conditions permit such an action. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Lamps and Indicators Transmission and Drivetrain > Lamps and Indicators - A/T > Shift Indicator > Component Information > Description and Operation > Page 4317 Shift Indicator: Service and Repair If upshift indicator is not working properly, perform the following test. 1. Disconnect ECM connector C1. 2. Place ignition switch in run. 3. Measure voltage at terminal A2 of ECM connector. 4. If battery voltage is present, further ECM diagnosis is necessary. 5. If battery voltage is not present, repair open circuit in brown/black wire, circuit 456. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Brake Switch - TCC > Component Information > Locations > Component Locations Brake Switch - TCC: Component Locations Below LH Side Of I/P (Manual) Below LH Side Of I/P (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Brake Switch - TCC > Component Information > Locations > Component Locations > Page 4324 Brake Switch - TCC: Connector Locations Below LH Side Of I/P (Automatic) Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Brake Switch - TCC > Component Information > Locations > Page 4325 Harness Connector Faces: Brake Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Fluid Pressure Sensor/Switch, A/T > Component Information > Specifications Fluid Pressure Sensor/Switch: Specifications Pressure Switch ................................................................................................................................... .................................................................... 8 Ft. Lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Component Locations LH Rear Of Engine Compartment (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Component Locations > Page 4333 LH Rear Of Engine Compartment (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Page 4334 Harness Connector Faces: Park/Neutral Position Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Page 4335 Transmission Position Switch/Sensor: Description and Operation Park/Neutral Switch (Auto. Trans) PURPOSE: The PARK/NEUTRAL (P/N) switch indicates to the computer when the transmission is in PARK or NEUTRAL. This information is used by the ECM for Idle Air Control (IAC), Torque Converter Clutch (TCC) and Exhaust Gas Recirculation (EGR) operation. OPERATION: The P/N switch contacts are a part of the neutral switch and are closed to ground in park or neutral and open in drive ranges and reverse. The ECM supplies ignition voltage through a current limiting resistor to the switch and senses a closed circuit when voltage drops to less than 1 volt. NOTE: DO NOT drive the vehicle with the PARK/NEUTRAL switch disconnected, since idle quality may be affected. LOCATION: Top of transaxle. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Page 4336 Transmission Position Switch/Sensor: Testing and Inspection Chart C-1A Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Page 4337 Park/Neutral Position Switch Circuit Circuit Description: The Park/Neutral Position (PNP) switch contacts shown are a part of the Park/Neutral position switch and are closed to ground in park or neutral, and open in drive ranges. The PCM supplies ignition voltage through a pull up resistor to CKT 434 and senses a closed switch when the voltage on CKT 434 drops to less than one volt. The PCM uses the PNP signal as one of the inputs to control: ^ Idle speed. ^ VSS diagnostics. ^ EGR. If CKT 434 indicates PNP (grounded), while in drive range, the EGR would be inoperative, resulting in possible detonation. If CKT 434 indicates drive (open) a sag in the idle may occur when the gear selector is moved into drive range. Test Description: Number(s) below refer to circled number(s) on the diagnostic chart. 1. Checks for a closed switch to ground in park position. Different makes of scan toots will display the PNP switch differently. Refer to tool operator's manual for type of display used for a specific tool. 2. Checks for an open switch in drive range. 3. Be sure Tech 1 scan tool indicates drive, even while wiggling shifter, to test for an intermittent or misadjusted switch in drive range. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > ABS Light > Component Information > Technical Service Bulletins > Customer Interest: > 415012 > Oct > 94 > ABS Warning Lamp ON, DTC's 46 and 86 Set ABS Light: Customer Interest ABS Warning Lamp ON, DTC's 46 and 86 Set File In Section: 5 - Brakes Bulletin No.: 41-50-12 Date: October, 1994 Subject: Antilock Brake System (ABS)/Brake Warning Indicator Lamp On (Reprogram EBCM) Models: 1993 Buick Skylark 1993 Chevrolet Beretta, Corsica 1993-1994 Chevrolet Cavalier 1993 Oldsmobile Achieva 1993 Pontiac Grand Am 1993-1994 Pontiac Sunbird Condition Some owners may experience an Antilock Brake System (ABS) indicator lamp or brake warning lamp coming on prematurely. This may result in the combination of ABS diagnostic trouble codes 46 and 86 being set. Correction Reprogram EBCM using TECH 1 and cartridge. The Service Technology Group has released a reprogramming procedure for servicing the above-mentioned vehicles with the combination of ABS brake diagnostic trouble codes 46 and 86. This procedure is available in the mass storage cartridge through a CD ROM software release. The following criteria must be met before reprogramming the EBCM: The combination of DTC 46 and 86 must be present in EBCM memory. Only vehicles with verified DTC 46 and 86 can be reprogrammed. Prior to reprogramming, if any diagnostic trouble codes other than 46 and 86 are present, proceed to the vehicle's service manual, SECTION 5E1, for diagnosis of these codes first. The information required to reprogram the EBCM properly will first be available in the September 1994 CD ROM release. After updating the TECH 1 cartridge and connecting the TECH 1 to the vehicle, select "ABS VI REPRGM" from the Applications menu. The TECH 1 should display the following... The reprogramming process is started by pressing the "ENTER" key. The ignition key must be in the "run" position (engine off) and the vehicle stopped for the reprogramming to take place. The user is informed by the following screen that the test is in progress. If the vehicle has previously been reprogrammed, it cannot be reprogrammed again, and the following screens will be displayed on the TECH 1. Press the "EXIT" key to continue if the above screen is displayed. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > ABS Light > Component Information > Technical Service Bulletins > Customer Interest: > 415012 > Oct > 94 > ABS Warning Lamp ON, DTC's 46 and 86 Set > Page 4348 If the reprogramming is successful, the operator may hear the motors rehome and will see the following screens displayed on the TECH 1: Press the "EXIT" key to complete the reprogramming process. If any other problems are encountered during reprogramming, the TECH 1 cartridge will notify the user appropriately. After reprogramming, clear codes using the 1988-1995 Chassis selection of the Tech 1 Mass Storage Cartridge. WITH FOOT OFF BRAKE PEDAL, start the engine twice and allow it to run for at least 10 seconds each time. If any codes return (including 46 and 86), proceed to the vehicle's service manual, SECTION 5E1, for further diagnosis. If there are any questions regarding the usage of this reprogramming procedure or diagnosis of the ABS Vi brake system, please contact Delco Chassis Technical Assistance at 1-800-523-0203. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time H 2504 0.2 Hours Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > ABS Light > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 415012 > Oct > 94 > ABS Warning Lamp ON, DTC's 46 and 86 Set ABS Light: All Technical Service Bulletins ABS Warning Lamp ON, DTC's 46 and 86 Set File In Section: 5 - Brakes Bulletin No.: 41-50-12 Date: October, 1994 Subject: Antilock Brake System (ABS)/Brake Warning Indicator Lamp On (Reprogram EBCM) Models: 1993 Buick Skylark 1993 Chevrolet Beretta, Corsica 1993-1994 Chevrolet Cavalier 1993 Oldsmobile Achieva 1993 Pontiac Grand Am 1993-1994 Pontiac Sunbird Condition Some owners may experience an Antilock Brake System (ABS) indicator lamp or brake warning lamp coming on prematurely. This may result in the combination of ABS diagnostic trouble codes 46 and 86 being set. Correction Reprogram EBCM using TECH 1 and cartridge. The Service Technology Group has released a reprogramming procedure for servicing the above-mentioned vehicles with the combination of ABS brake diagnostic trouble codes 46 and 86. This procedure is available in the mass storage cartridge through a CD ROM software release. The following criteria must be met before reprogramming the EBCM: The combination of DTC 46 and 86 must be present in EBCM memory. Only vehicles with verified DTC 46 and 86 can be reprogrammed. Prior to reprogramming, if any diagnostic trouble codes other than 46 and 86 are present, proceed to the vehicle's service manual, SECTION 5E1, for diagnosis of these codes first. The information required to reprogram the EBCM properly will first be available in the September 1994 CD ROM release. After updating the TECH 1 cartridge and connecting the TECH 1 to the vehicle, select "ABS VI REPRGM" from the Applications menu. The TECH 1 should display the following... The reprogramming process is started by pressing the "ENTER" key. The ignition key must be in the "run" position (engine off) and the vehicle stopped for the reprogramming to take place. The user is informed by the following screen that the test is in progress. If the vehicle has previously been reprogrammed, it cannot be reprogrammed again, and the following screens will be displayed on the TECH 1. Press the "EXIT" key to continue if the above screen is displayed. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > ABS Light > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 415012 > Oct > 94 > ABS Warning Lamp ON, DTC's 46 and 86 Set > Page 4354 If the reprogramming is successful, the operator may hear the motors rehome and will see the following screens displayed on the TECH 1: Press the "EXIT" key to complete the reprogramming process. If any other problems are encountered during reprogramming, the TECH 1 cartridge will notify the user appropriately. After reprogramming, clear codes using the 1988-1995 Chassis selection of the Tech 1 Mass Storage Cartridge. WITH FOOT OFF BRAKE PEDAL, start the engine twice and allow it to run for at least 10 seconds each time. If any codes return (including 46 and 86), proceed to the vehicle's service manual, SECTION 5E1, for further diagnosis. If there are any questions regarding the usage of this reprogramming procedure or diagnosis of the ABS Vi brake system, please contact Delco Chassis Technical Assistance at 1-800-523-0203. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time H 2504 0.2 Hours Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > ABS Light > Component Information > Technical Service Bulletins > All Other Service Bulletins for ABS Light: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules Wiring Harness: All Technical Service Bulletins Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > ABS Light > Component Information > Technical Service Bulletins > All Other Service Bulletins for ABS Light: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 4360 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > ABS Light > Component Information > Technical Service Bulletins > All Other Service Bulletins for ABS Light: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 4361 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > ABS Light > Component Information > Technical Service Bulletins > All Other Service Bulletins for ABS Light: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 4362 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > ABS Light > Component Information > Technical Service Bulletins > All Other Service Bulletins for ABS Light: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair Wiring Harness: All Technical Service Bulletins Electrical - Information For Electrical Ground Repair INFORMATION Bulletin No.: 10-08-45-001B Date: October 25, 2010 Subject: Information for Electrical Ground Repair - Use New Replacement Fasteners with Conductive Finish Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add the 2011 model year and update the Warranty Information. Please discard Corporate Bulletin Number 10-08-45-001A (Section 08 - Body and Accessories). Electrical Ground Repair Overview Proper electrical system function relies on secure, stable and corrosion-free electrical ground connections. Loose, stripped, or corroded connections increase the possibility of improper system function and loss of module communication. These conditions may also lead to unnecessary repairs and component replacement. In general, electrical ground connections are accomplished using one, or a combination of the following attachment methods: - Welded M6 stud and nut - Welded M6 nut and bolt - Welded M8 nut and bolt Determine which attachment method is used and perform the appropriate or alternative repair as described in this bulletin. M6 Weld Stud Replacement Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. Select a location adjacent the damaged or missing M6 ground stud having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 3. Drill a 10 mm (0.40 in) diameter hole through the panel. 4. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > ABS Light > Component Information > Technical Service Bulletins > All Other Service Bulletins for ABS Light: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 4367 Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 5. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 6. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 7. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 8. Ensure the rivet stud is securely fastened, WITHOUT ANY detectable movement. 9. Completely wrap the threads of the rivet stud with painters tape or equivalent. Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 10. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 11. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 12. Remove the painters tape or equivalent from the rivet stud threads. 13. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 14. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > ABS Light > Component Information > Technical Service Bulletins > All Other Service Bulletins for ABS Light: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 4368 15. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 16. Install the electrical ground wire terminal to the rivet stud. 17. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 18. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in). 19. Verify proper system operation. M6 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M6 weld nut at the electrical ground location is damaged or stripped, a M7 conductive self-threading bolt may be used to secure the ground wire terminal. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the weld nut and allow to dry. 3. Remove any loose metal particles from the damaged or stripped weld nut with a stiff brush. 4. Select a M7 conductive self-threading bolt. Refer to the Parts Information section of this bulletin 5. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M7 conductive self-threading bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 6. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 7. Install the electrical ground wire terminal to the M7 conductive self-threading bolt. 8. Install the M7 conductive self-threading bolt and: Tighten Tighten to 9 Nm (80 lb in). 9. Verify proper system operation. M6 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the electrical ground location is accessible from both sides of the panel, a M6 conductive bolt and a M6 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the damaged M6 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 8.5 mm (0.33 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 8.5 mm (0.33 in) hole until bare metal is visible. 6. Select a M6 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M6 conductive bolt to the ground location. 10. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M6 conductive nut to the bolt and: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > ABS Light > Component Information > Technical Service Bulletins > All Other Service Bulletins for ABS Light: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 4369 Tighten Tighten to 8 Nm (71 lb in). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is accessible from both sides of the panel, a M8 conductive bolt and a M8 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. 6. Select a M8 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M8 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M8 conductive bolt to the ground location. 10. Select a M8 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M8 conductive nut to the bolt and: Tighten Tighten to 22 Nm (16 lb ft). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is not accessible from both sides of the panel, a M6 conductive rivet stud and a M6 conductive nut may be used to secure the electrical ground wire terminal. 2. Select a location adjacent the damaged M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > ABS Light > Component Information > Technical Service Bulletins > All Other Service Bulletins for ABS Light: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 4370 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) until bare metal is visible. Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 6. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 7. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 8. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 9. Ensure the new rivet stud is securely fastened, WITHOUT ANY detectable movement. 10. Completely wrap the threads of the rivet stud with painters tape or equivalent. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > ABS Light > Component Information > Technical Service Bulletins > All Other Service Bulletins for ABS Light: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 4371 Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the electrical ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 11. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 12. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 13. Remove the painters tape or equivalent from the rivet stud threads. 14. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 15. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 16. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 17. Install the electrical ground wire terminal to the M6 conductive rivet stud. 18. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 19. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in) 20. Verify proper system operation. Parts Information Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > ABS Light > Component Information > Technical Service Bulletins > All Other Service Bulletins for ABS Light: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 4372 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > ABS Light > Component Information > Technical Service Bulletins > All Other Service Bulletins for ABS Light: > 06-08-45-004 > May > 06 > Electrical - Instrument Panel & General Wiring Repair Wiring Harness: All Technical Service Bulletins Electrical - Instrument Panel & General Wiring Repair Bulletin No.: 06-08-45-004 Date: May 02, 2006 INFORMATION Subject: Instrument Panel (I/P), Body and General Wiring Harness Repair Models: 2007 and Prior GM Cars and Trucks 2003-2007 HUMMER H2 2006-2007 HUMMER H3 Important: A part restriction has been implemented on all Body and I/P harnesses and is being administered by the PQC. If a body or I/P harness replacement is required, it can take 12-28 weeks for a harness to be built and delivered to a dealer. The dealer technician is expected to repair any harness damage as the first and best choice before replacing a harness. In an effort to standardize repair practices, General Motors is requiring that all wiring harnesses be repaired instead of replaced. If there is a question concerning which connector and/or terminal you are working on, refer to the information in the appropriate Connector End Views in SI. The Instruction Manual J 38125-620, which is sent with each new update of the J 38125 Terminal Repair Kit, also has terminal crimping and terminal remove information. Important: There are some parts in the J 38125 Terminal Repair Kit (i.e. SIR connector CPAs and heat shrink tube (used in high heat area pigtail replacement) and some TPAs that are not available from GMSPO. It is vitally important that each update to the J 38125 Terminal Repair Kit be done as soon as it arrives at the dealer. Utilize the Terminal Repair Kit (J 38125) to achieve an effective wiring repair. The Terminal Repair Kit has been an essential tool for all GM Dealers since 1987. Replacement terminals and tools for this kit are available through SPX/Kent Moore. Refer to Corporate Bulletin Number 06-08-45-001 for more information. The Instruction Manual J 38125-620, which is sent with each new update to the J 38125 Terminal Repair Kit, also has terminal crimping and terminal removal information. U.S. Dealers Only - Training courses (including Tech Assists, Emerging Issues, Web, IDL and Hands-on) are available through the GM Training website. Refer to Resources and then Training Materials for a complete list of available courses. Canadian Dealers Only - Refer to the Training section of GM infoNet for a complete list of available courses and a copy of the J 38125 Terminal Repair Kit Instruction Manual. Wiring repair information is also available in Service Information (SI). The Wiring Repair section contains information for the following types of wiring repairs: - Testing for intermittent conditions and poor conditions - Flat wire repairs - GMLAN wiring repairs - High temperature wiring repairs - Splicing copper wire using splice clips - Splicing copper wire using splice sleeves - Splicing twisted or shielded cable - Splicing inline harness diodes Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > ABS Light > Component Information > Technical Service Bulletins > All Other Service Bulletins for ABS Light: > 06-08-45-004 > May > 06 > Electrical - Instrument Panel & General Wiring Repair > Page 4377 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > ABS Light > Component Information > Technical Service Bulletins > All Other Service Bulletins for ABS Light: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 4383 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > ABS Light > Component Information > Technical Service Bulletins > All Other Service Bulletins for ABS Light: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 4384 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > ABS Light > Component Information > Technical Service Bulletins > All Other Service Bulletins for ABS Light: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 4385 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > ABS Light > Component Information > Technical Service Bulletins > All Other Service Bulletins for ABS Light: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 4390 Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 5. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 6. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 7. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 8. Ensure the rivet stud is securely fastened, WITHOUT ANY detectable movement. 9. Completely wrap the threads of the rivet stud with painters tape or equivalent. Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 10. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 11. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 12. Remove the painters tape or equivalent from the rivet stud threads. 13. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 14. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > ABS Light > Component Information > Technical Service Bulletins > All Other Service Bulletins for ABS Light: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 4391 15. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 16. Install the electrical ground wire terminal to the rivet stud. 17. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 18. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in). 19. Verify proper system operation. M6 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M6 weld nut at the electrical ground location is damaged or stripped, a M7 conductive self-threading bolt may be used to secure the ground wire terminal. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the weld nut and allow to dry. 3. Remove any loose metal particles from the damaged or stripped weld nut with a stiff brush. 4. Select a M7 conductive self-threading bolt. Refer to the Parts Information section of this bulletin 5. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M7 conductive self-threading bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 6. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 7. Install the electrical ground wire terminal to the M7 conductive self-threading bolt. 8. Install the M7 conductive self-threading bolt and: Tighten Tighten to 9 Nm (80 lb in). 9. Verify proper system operation. M6 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the electrical ground location is accessible from both sides of the panel, a M6 conductive bolt and a M6 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the damaged M6 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 8.5 mm (0.33 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 8.5 mm (0.33 in) hole until bare metal is visible. 6. Select a M6 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M6 conductive bolt to the ground location. 10. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M6 conductive nut to the bolt and: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > ABS Light > Component Information > Technical Service Bulletins > All Other Service Bulletins for ABS Light: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 4392 Tighten Tighten to 8 Nm (71 lb in). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is accessible from both sides of the panel, a M8 conductive bolt and a M8 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. 6. Select a M8 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M8 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M8 conductive bolt to the ground location. 10. Select a M8 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M8 conductive nut to the bolt and: Tighten Tighten to 22 Nm (16 lb ft). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is not accessible from both sides of the panel, a M6 conductive rivet stud and a M6 conductive nut may be used to secure the electrical ground wire terminal. 2. Select a location adjacent the damaged M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > ABS Light > Component Information > Technical Service Bulletins > All Other Service Bulletins for ABS Light: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 4393 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) until bare metal is visible. Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 6. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 7. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 8. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 9. Ensure the new rivet stud is securely fastened, WITHOUT ANY detectable movement. 10. Completely wrap the threads of the rivet stud with painters tape or equivalent. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > ABS Light > Component Information > Technical Service Bulletins > All Other Service Bulletins for ABS Light: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 4394 Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the electrical ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 11. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 12. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 13. Remove the painters tape or equivalent from the rivet stud threads. 14. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 15. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 16. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 17. Install the electrical ground wire terminal to the M6 conductive rivet stud. 18. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 19. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in) 20. Verify proper system operation. Parts Information Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > ABS Light > Component Information > Technical Service Bulletins > All Other Service Bulletins for ABS Light: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 4395 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > ABS Light > Component Information > Technical Service Bulletins > All Other Service Bulletins for ABS Light: > 06-08-45-004 > May > 06 > Electrical - Instrument Panel & General Wiring Repair > Page 4400 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > ABS Light > Component Information > Description and Operation > Anti-Lock Warning Lamp ABS Light: Description and Operation Anti-Lock Warning Lamp DESCRIPTION This lamp will be illuminated when the ignition switch is placed in the ON position. The lamp may be illuminated for as long as 30 seconds as a bulb and system check. If lamp remains illuminated or comes on while operating the vehicle, a problem in the anti-lock brake system is indicated. OPERATION When lamp is illuminated, place ignition switch in OFF position, then restart engine. If lamp still remains illuminated, the antilock brake system should be serviced. The brake system will remain functional, but without the anti-lock function. After servicing the anti-lock brake system the lamp will automatically reset. NOTE: On some models it may be necessary to operate vehicle at a speed over 18 mph to reset lamp. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > ABS Light > Component Information > Description and Operation > Anti-Lock Warning Lamp > Page 4403 ABS Light: Description and Operation Anti-Lock Warning Lamp (Amber) DESCRIPTION The ABS warning light operates on a signal it receives from the EBCM/EBTCM. If the EBCM/EBTCM detects a fault that does not interfere immediately with ABS operation, the ABS warning lamp will flash. However, ABS operation will continue. If the EBCM/EBTCM detects a fault that does interfere with ABS operation, the ABS warning lamp will stay lit and ABS operation will be suspended until the fault is repaired. In any case, the warning lamp is indicating that the system be serviced as soon as possible. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > ABS Light > Component Information > Description and Operation > Anti-Lock Warning Lamp > Page 4404 ABS Light: Description and Operation Anti-Lock Warning Lamp (Red) DESCRIPTION This warning lamp can be activated by a low brake fluid condition, a closed parking brake switch, a bulb test switch section of the ignition switch is closed or under the control of the EBCM/EBTCM when certain ABS diagnostic trouble codes are set. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > ABS Main Relay > Component Information > Locations LH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > ABS Main Relay > Component Information > Locations > Page 4408 Harness Connector Faces: Electronic Brake Control Relay Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > ABS Actuator Motor <--> [Brake Fluid Pump] > Component Information > Technical Service Bulletins > Customer Interest for ABS Actuator Motor: > 535010 > May > 95 > ABS - Lamp ON/DTC's 42 and 86 Set ABS Actuator Motor: Customer Interest ABS - Lamp ON/DTC's 42 and 86 Set FILE IN SECTION: 5 - Brakes BULLETIN NO.: 53-50-10 DATE: May, 1995 SUBJECT: Anti-Lock Brake System (ABS) Light On - Diagnostic Trouble Codes (DTC's) 42 and 86 Set (Replace Hydraulic Modulator) MODELS: 1993-95 Buick Skylark 1993-95 Chevrolet Beretta, Corsica, Cavalier 1993-95 Oldsmobile Achieva 1993-95 Pontiac Grand Am 1993-94 Pontiac Sunbird 1995 Pontiac Sunfire CONDITION Some owners may comment that the Anti-Lock Brake System (ABS) light remains on. Diagnostic Trouble Codes (DTC's) 42 and 86 will be set. DTC's will usually set 5 to 8 drive cycles in a row and then become history codes. CAUSE DTC's will be set due to a momentary delay within the ABS hydraulic modulator. CORRECTION Important: If DTC 42 is current DTC, the Diagnostic Trouble Tree in Section 5E1 of the Service Manual will lead to replacement of the motor pack. If the following diagnosis does not lead to replacement of the hydraulic modulator, then the motor pack should be replaced. Diagnosis ^ If DTC 42 has set 10 or less drive cycles and is no longer a current code (ABS not operating, ABS indicator off), replace the hydraulic modulator. ^ If DTC is current, cycle the system by starting the engine with your foot off the brake pedal. If the ABS indicator remains on, turn the ignition off and repeat the procedure. If within 10 cycles the ABS indicator is off and the code is no longer current, replace the hydraulic modulator. ^ If the above diagnosis does not lead to replacement of the modulator, follow DTC 42 Trouble Tree in Section 5E1 of the Service Manual. Repair Procedure If the condition is confirmed through the above diagnosis, the hydraulic modulator must be replaced, P/N 18023364. This is a new part number that has been released. Do not use previously released hydraulic modulator part numbers. Refer to Section 5E1 of the Service Manual for hydraulic modulator replacement procedure. Parts are currently available from GMSPO. WARRANTY INFORMATION For vehicles repaired under warranty, use: Labor Operation Labor Time H2518 Use published labor operation time. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > ABS Actuator Motor <--> [Brake Fluid Pump] > Component Information > Technical Service Bulletins > All Technical Service Bulletins for ABS Actuator Motor: > 535010 > May > 95 > ABS - Lamp ON/DTC's 42 and 86 Set ABS Actuator Motor: All Technical Service Bulletins ABS - Lamp ON/DTC's 42 and 86 Set FILE IN SECTION: 5 - Brakes BULLETIN NO.: 53-50-10 DATE: May, 1995 SUBJECT: Anti-Lock Brake System (ABS) Light On - Diagnostic Trouble Codes (DTC's) 42 and 86 Set (Replace Hydraulic Modulator) MODELS: 1993-95 Buick Skylark 1993-95 Chevrolet Beretta, Corsica, Cavalier 1993-95 Oldsmobile Achieva 1993-95 Pontiac Grand Am 1993-94 Pontiac Sunbird 1995 Pontiac Sunfire CONDITION Some owners may comment that the Anti-Lock Brake System (ABS) light remains on. Diagnostic Trouble Codes (DTC's) 42 and 86 will be set. DTC's will usually set 5 to 8 drive cycles in a row and then become history codes. CAUSE DTC's will be set due to a momentary delay within the ABS hydraulic modulator. CORRECTION Important: If DTC 42 is current DTC, the Diagnostic Trouble Tree in Section 5E1 of the Service Manual will lead to replacement of the motor pack. If the following diagnosis does not lead to replacement of the hydraulic modulator, then the motor pack should be replaced. Diagnosis ^ If DTC 42 has set 10 or less drive cycles and is no longer a current code (ABS not operating, ABS indicator off), replace the hydraulic modulator. ^ If DTC is current, cycle the system by starting the engine with your foot off the brake pedal. If the ABS indicator remains on, turn the ignition off and repeat the procedure. If within 10 cycles the ABS indicator is off and the code is no longer current, replace the hydraulic modulator. ^ If the above diagnosis does not lead to replacement of the modulator, follow DTC 42 Trouble Tree in Section 5E1 of the Service Manual. Repair Procedure If the condition is confirmed through the above diagnosis, the hydraulic modulator must be replaced, P/N 18023364. This is a new part number that has been released. Do not use previously released hydraulic modulator part numbers. Refer to Section 5E1 of the Service Manual for hydraulic modulator replacement procedure. Parts are currently available from GMSPO. WARRANTY INFORMATION For vehicles repaired under warranty, use: Labor Operation Labor Time H2518 Use published labor operation time. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > ABS Actuator Motor <--> [Brake Fluid Pump] > Component Information > Technical Service Bulletins > Page 4422 LH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > ABS Actuator Motor <--> [Brake Fluid Pump] > Component Information > Technical Service Bulletins > Page 4423 Harness Connector Faces: ABS Actuator Motor Assembly Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Brake Fluid Solenoid Valve Relay > Component Information > Locations LH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Diagnostic Connector - ABS > Component Information > Locations Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Electronic Brake Control Module > Component Information > Technical Service Bulletins > Customer Interest for Electronic Brake Control Module: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) Electronic Brake Control Module: Customer Interest Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) File In Section: 5 - Brakes Bulletin No.: 73-50-26 Date: August, 1997 Subject: ABS Light On - DTC's 46 and 86 Set (Perform Diagnostic Procedure, Replace Center ABS Motor Pinion) Models: 1991-97 Buick Skylark 1992-97 Buick Regal 1994-97 Buick Century 1992-96 Chevrolet Beretta, Corsica, Lumina APV 1992-97 Chevrolet Cavalier, Lumina, 1993-97 Chevrolet Camaro 1995-97 Chevrolet Monte Carlo 1997 Chevrolet Malibu, Venture 1993-97 Geo Prizm 1995-97 Geo Metro 1996-97 Geo Tracker 1991 Oldsmobile Calais 1992-96 Oldsmobile Cutlass Ciera 1992-97 Oldsmobile Achieva, Cutlass Supreme, Silhouette 1997 Oldsmobile Cutlass 1998 Oldsmobile Intrigue 1991-97 Pontiac Grand Am 1992-94 Pontiac Sunbird 1992-97 Pontiac Grand Prix, Trans Sport 1993-97 Pontiac Firebird, Trans Am 1995-97 Pontiac Sunfire Condition Some owners may comment that the ABS light is on with Diagnostic Trouble Codes (DTC's) 46 and 86 set (rear ABS channel will not move) as current or history. (DTC's 46 and 86 will be displayed as C1246 and C1286 on 1997 and 1998 model year vehicles). Cause A condition exists where the ABS motor pack gear (pinion) will bind on the motor armature shaft causing the motor not to move when commanded by the EBCM. This condition is aggravated by light corrosion between the pinion and shaft. Therefore, it may occur more frequently when the weather is hot and humid. Important: Other EBCM and ABS motor pack concerns can also cause this condition, but they are not as common as the above cause. Correction Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Electronic Brake Control Module > Component Information > Technical Service Bulletins > Customer Interest for Electronic Brake Control Module: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) > Page 4438 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Electronic Brake Control Module > Component Information > Technical Service Bulletins > Customer Interest for Electronic Brake Control Module: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) > Page 4439 Follow the included procedure (Attachments 1 and 2) for diagnosis. This condition may correct itself before the owner is able to bring the vehicle in for service. Therefore, if DTC 46 is set in history, and is not currently setting, the included procedure will instruct you to replace the center ABS motor pinion. The new pinion has a Teflon insert which reduces friction between the pinion and motor armature shaft. Pinion Replacement If the included procedure instructs you to replace the center ABS motor pinion, use P/N 18029776. Please note that the new pinion is a direct replacement part which requires no modifications to the motor shaft. Follow the pinion replacement procedure included with the new pinion. Complete motor pack replacement is not required. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time H2506 Use published labor operation time. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Electronic Brake Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Electronic Brake Control Module: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) Electronic Brake Control Module: All Technical Service Bulletins Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) File In Section: 5 - Brakes Bulletin No.: 73-50-26 Date: August, 1997 Subject: ABS Light On - DTC's 46 and 86 Set (Perform Diagnostic Procedure, Replace Center ABS Motor Pinion) Models: 1991-97 Buick Skylark 1992-97 Buick Regal 1994-97 Buick Century 1992-96 Chevrolet Beretta, Corsica, Lumina APV 1992-97 Chevrolet Cavalier, Lumina, 1993-97 Chevrolet Camaro 1995-97 Chevrolet Monte Carlo 1997 Chevrolet Malibu, Venture 1993-97 Geo Prizm 1995-97 Geo Metro 1996-97 Geo Tracker 1991 Oldsmobile Calais 1992-96 Oldsmobile Cutlass Ciera 1992-97 Oldsmobile Achieva, Cutlass Supreme, Silhouette 1997 Oldsmobile Cutlass 1998 Oldsmobile Intrigue 1991-97 Pontiac Grand Am 1992-94 Pontiac Sunbird 1992-97 Pontiac Grand Prix, Trans Sport 1993-97 Pontiac Firebird, Trans Am 1995-97 Pontiac Sunfire Condition Some owners may comment that the ABS light is on with Diagnostic Trouble Codes (DTC's) 46 and 86 set (rear ABS channel will not move) as current or history. (DTC's 46 and 86 will be displayed as C1246 and C1286 on 1997 and 1998 model year vehicles). Cause A condition exists where the ABS motor pack gear (pinion) will bind on the motor armature shaft causing the motor not to move when commanded by the EBCM. This condition is aggravated by light corrosion between the pinion and shaft. Therefore, it may occur more frequently when the weather is hot and humid. Important: Other EBCM and ABS motor pack concerns can also cause this condition, but they are not as common as the above cause. Correction Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Electronic Brake Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Electronic Brake Control Module: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) > Page 4445 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Electronic Brake Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Electronic Brake Control Module: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) > Page 4446 Follow the included procedure (Attachments 1 and 2) for diagnosis. This condition may correct itself before the owner is able to bring the vehicle in for service. Therefore, if DTC 46 is set in history, and is not currently setting, the included procedure will instruct you to replace the center ABS motor pinion. The new pinion has a Teflon insert which reduces friction between the pinion and motor armature shaft. Pinion Replacement If the included procedure instructs you to replace the center ABS motor pinion, use P/N 18029776. Please note that the new pinion is a direct replacement part which requires no modifications to the motor shaft. Follow the pinion replacement procedure included with the new pinion. Complete motor pack replacement is not required. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time H2506 Use published labor operation time. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Electronic Brake Control Module > Component Information > Locations > Antilock Brake Module Electronic Brake Control Module: Locations Antilock Brake Module Fig. 1 TYPICAL ABS Components Refer to Fig. 1 for system component locations. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Electronic Brake Control Module > Component Information > Locations > Antilock Brake Module > Page 4449 LH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Electronic Brake Control Module > Component Information > Diagrams > C1 Electronic Brake Control Module: Diagrams C1 Harness Connector Faces: Electronic Brake Control Module (EBCM)- C1 Harness Connector Faces: Electronic Brake Control Module (EBCM)- C1 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Electronic Brake Control Module > Component Information > Diagrams > C1 > Page 4452 Electronic Brake Control Module: Diagrams C2 Harness Connector Faces: Electronic Brake Control Module (EBCM)- C2 Harness Connector Faces: Electronic Brake Control Module (EBCM)- C2 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Electronic Brake Control Module > Component Information > Diagrams > C1 > Page 4453 Electronic Brake Control Module: Diagrams C3 Harness Connector Faces: Electronic Brake Control Module (EBCM)- C3 Harness Connector Faces: Electronic Brake Control Module (EBCM)- C3 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Electronic Brake Control Module > Component Information > Diagrams > Page 4454 Electronic Brake Control Module: Description and Operation DESCRIPTION The ABS system is controlled by a microprocessor based Electronic Brake Control Module (EBCM). Inputs to the system include four wheel speed sensors, brakes, ignition switch and unswitched battery voltage. Outputs include three bi-directional motor controls, three lamp controls, two solenoid controls and the system enable relay. A serial data line, located in terminal 9 of the Data Link Connector (DLC), is provided for service diagnostic tools and assembly plant testing. The EBCM monitors the speed of each wheel. If any wheel begins to approach lock-up and the brake switch is on, the EBCM controls the motors and solenoids to reduce brake pressure to the wheel approaching lock-up. Once the wheel regains traction, brake pressure is increased until wheel begins to approach lock-up. This cycle repeats until either vehicle comes to a stop, the brake is released or no wheels approach lock-up. Additionally, the EBCM monitors itself, each input and each output for proper operation. If any system fault is detected, the EBCM will store a DTC in nonvolatile memory. On a EBTCM, the ABS portion of the module operates the same as a EBCM. A EBTCM is used if the vehicle is equipped with either the Enhanced Traction System (ETS) or Traction Control System (TCS). The ETS or TCS portion of the EBTCM monitors wheel spin slip through the drive wheels speed sensors. If the wheels begin to slip, the EBTCM determines the desired wheel torque needed to minimize wheel slip. This information is sent to the PCM through the Serial data link. On models equipped w/ETS, the PCM controls engine torque by ignition retard and transmission shifts. On models equipped w/TCS, the PCM controls engine torque by ignition retard, transmission shifts and applies brakes several times until the vehicle regains traction. Once the vehicle regains traction, brake pressure is decreased and engine torque reduction is no longer requested. This cycle repeats until traction control is no longer necessary. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Electronic Brake Control Module > Component Information > Diagrams > Page 4455 Electronic Brake Control Module: Service and Repair Fig. 800 EBCM Assembly Removal. 1. Disconnect EBCM electrical connectors, Fig.800. 2. Remove ECU to dash panel attaching screws, then the ECU from dash panel. 3. Reverse procedure to install, noting the following: a. Ensure plastic grommets, if equipped, are located properly. b. Bleed brake system as described under Brake System Bleed. See: Brake Bleeding Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Assembly, Traction Control > Component Information > Description and Operation Hydraulic Assembly: Description and Operation DESCRIPTION The ABS hydraulic modulator/motor pack assembly controls hydraulic pressure to front and rear calipers or rear wheel cylinders by modulating hydraulic pressure to prevent wheel lock-up. The basic ABS hydraulic modulator configuration consists of gear subassemblies, ball screws, nuts, pistons and hydraulic check valves. The ABS motor pack consists of three motors, three drive gears and three ESB's. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Control Assembly - Antilock Brakes > Component Information > Technical Service Bulletins > Customer Interest for Hydraulic Control Assembly - Antilock Brakes: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) Hydraulic Control Assembly - Antilock Brakes: Customer Interest Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) File In Section: 5 - Brakes Bulletin No.: 73-50-26 Date: August, 1997 Subject: ABS Light On - DTC's 46 and 86 Set (Perform Diagnostic Procedure, Replace Center ABS Motor Pinion) Models: 1991-97 Buick Skylark 1992-97 Buick Regal 1994-97 Buick Century 1992-96 Chevrolet Beretta, Corsica, Lumina APV 1992-97 Chevrolet Cavalier, Lumina, 1993-97 Chevrolet Camaro 1995-97 Chevrolet Monte Carlo 1997 Chevrolet Malibu, Venture 1993-97 Geo Prizm 1995-97 Geo Metro 1996-97 Geo Tracker 1991 Oldsmobile Calais 1992-96 Oldsmobile Cutlass Ciera 1992-97 Oldsmobile Achieva, Cutlass Supreme, Silhouette 1997 Oldsmobile Cutlass 1998 Oldsmobile Intrigue 1991-97 Pontiac Grand Am 1992-94 Pontiac Sunbird 1992-97 Pontiac Grand Prix, Trans Sport 1993-97 Pontiac Firebird, Trans Am 1995-97 Pontiac Sunfire Condition Some owners may comment that the ABS light is on with Diagnostic Trouble Codes (DTC's) 46 and 86 set (rear ABS channel will not move) as current or history. (DTC's 46 and 86 will be displayed as C1246 and C1286 on 1997 and 1998 model year vehicles). Cause A condition exists where the ABS motor pack gear (pinion) will bind on the motor armature shaft causing the motor not to move when commanded by the EBCM. This condition is aggravated by light corrosion between the pinion and shaft. Therefore, it may occur more frequently when the weather is hot and humid. Important: Other EBCM and ABS motor pack concerns can also cause this condition, but they are not as common as the above cause. Correction Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Control Assembly - Antilock Brakes > Component Information > Technical Service Bulletins > Customer Interest for Hydraulic Control Assembly - Antilock Brakes: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) > Page 4467 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Control Assembly - Antilock Brakes > Component Information > Technical Service Bulletins > Customer Interest for Hydraulic Control Assembly - Antilock Brakes: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) > Page 4468 Follow the included procedure (Attachments 1 and 2) for diagnosis. This condition may correct itself before the owner is able to bring the vehicle in for service. Therefore, if DTC 46 is set in history, and is not currently setting, the included procedure will instruct you to replace the center ABS motor pinion. The new pinion has a Teflon insert which reduces friction between the pinion and motor armature shaft. Pinion Replacement If the included procedure instructs you to replace the center ABS motor pinion, use P/N 18029776. Please note that the new pinion is a direct replacement part which requires no modifications to the motor shaft. Follow the pinion replacement procedure included with the new pinion. Complete motor pack replacement is not required. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time H2506 Use published labor operation time. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Control Assembly - Antilock Brakes > Component Information > Technical Service Bulletins > Customer Interest for Hydraulic Control Assembly - Antilock Brakes: > 535010 > May > 95 > ABS - Lamp ON/DTC's 42 and 86 Set Hydraulic Control Assembly - Antilock Brakes: Customer Interest ABS - Lamp ON/DTC's 42 and 86 Set FILE IN SECTION: 5 - Brakes BULLETIN NO.: 53-50-10 DATE: May, 1995 SUBJECT: Anti-Lock Brake System (ABS) Light On - Diagnostic Trouble Codes (DTC's) 42 and 86 Set (Replace Hydraulic Modulator) MODELS: 1993-95 Buick Skylark 1993-95 Chevrolet Beretta, Corsica, Cavalier 1993-95 Oldsmobile Achieva 1993-95 Pontiac Grand Am 1993-94 Pontiac Sunbird 1995 Pontiac Sunfire CONDITION Some owners may comment that the Anti-Lock Brake System (ABS) light remains on. Diagnostic Trouble Codes (DTC's) 42 and 86 will be set. DTC's will usually set 5 to 8 drive cycles in a row and then become history codes. CAUSE DTC's will be set due to a momentary delay within the ABS hydraulic modulator. CORRECTION Important: If DTC 42 is current DTC, the Diagnostic Trouble Tree in Section 5E1 of the Service Manual will lead to replacement of the motor pack. If the following diagnosis does not lead to replacement of the hydraulic modulator, then the motor pack should be replaced. Diagnosis ^ If DTC 42 has set 10 or less drive cycles and is no longer a current code (ABS not operating, ABS indicator off), replace the hydraulic modulator. ^ If DTC is current, cycle the system by starting the engine with your foot off the brake pedal. If the ABS indicator remains on, turn the ignition off and repeat the procedure. If within 10 cycles the ABS indicator is off and the code is no longer current, replace the hydraulic modulator. ^ If the above diagnosis does not lead to replacement of the modulator, follow DTC 42 Trouble Tree in Section 5E1 of the Service Manual. Repair Procedure If the condition is confirmed through the above diagnosis, the hydraulic modulator must be replaced, P/N 18023364. This is a new part number that has been released. Do not use previously released hydraulic modulator part numbers. Refer to Section 5E1 of the Service Manual for hydraulic modulator replacement procedure. Parts are currently available from GMSPO. WARRANTY INFORMATION For vehicles repaired under warranty, use: Labor Operation Labor Time H2518 Use published labor operation time. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Control Assembly - Antilock Brakes > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Hydraulic Control Assembly - Antilock Brakes: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) Hydraulic Control Assembly - Antilock Brakes: All Technical Service Bulletins Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) File In Section: 5 - Brakes Bulletin No.: 73-50-26 Date: August, 1997 Subject: ABS Light On - DTC's 46 and 86 Set (Perform Diagnostic Procedure, Replace Center ABS Motor Pinion) Models: 1991-97 Buick Skylark 1992-97 Buick Regal 1994-97 Buick Century 1992-96 Chevrolet Beretta, Corsica, Lumina APV 1992-97 Chevrolet Cavalier, Lumina, 1993-97 Chevrolet Camaro 1995-97 Chevrolet Monte Carlo 1997 Chevrolet Malibu, Venture 1993-97 Geo Prizm 1995-97 Geo Metro 1996-97 Geo Tracker 1991 Oldsmobile Calais 1992-96 Oldsmobile Cutlass Ciera 1992-97 Oldsmobile Achieva, Cutlass Supreme, Silhouette 1997 Oldsmobile Cutlass 1998 Oldsmobile Intrigue 1991-97 Pontiac Grand Am 1992-94 Pontiac Sunbird 1992-97 Pontiac Grand Prix, Trans Sport 1993-97 Pontiac Firebird, Trans Am 1995-97 Pontiac Sunfire Condition Some owners may comment that the ABS light is on with Diagnostic Trouble Codes (DTC's) 46 and 86 set (rear ABS channel will not move) as current or history. (DTC's 46 and 86 will be displayed as C1246 and C1286 on 1997 and 1998 model year vehicles). Cause A condition exists where the ABS motor pack gear (pinion) will bind on the motor armature shaft causing the motor not to move when commanded by the EBCM. This condition is aggravated by light corrosion between the pinion and shaft. Therefore, it may occur more frequently when the weather is hot and humid. Important: Other EBCM and ABS motor pack concerns can also cause this condition, but they are not as common as the above cause. Correction Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Control Assembly - Antilock Brakes > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Hydraulic Control Assembly - Antilock Brakes: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) > Page 4478 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Control Assembly - Antilock Brakes > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Hydraulic Control Assembly - Antilock Brakes: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) > Page 4479 Follow the included procedure (Attachments 1 and 2) for diagnosis. This condition may correct itself before the owner is able to bring the vehicle in for service. Therefore, if DTC 46 is set in history, and is not currently setting, the included procedure will instruct you to replace the center ABS motor pinion. The new pinion has a Teflon insert which reduces friction between the pinion and motor armature shaft. Pinion Replacement If the included procedure instructs you to replace the center ABS motor pinion, use P/N 18029776. Please note that the new pinion is a direct replacement part which requires no modifications to the motor shaft. Follow the pinion replacement procedure included with the new pinion. Complete motor pack replacement is not required. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time H2506 Use published labor operation time. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Control Assembly - Antilock Brakes > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Hydraulic Control Assembly - Antilock Brakes: > 535010 > May > 95 > ABS - Lamp ON/DTC's 42 and 86 Set Hydraulic Control Assembly - Antilock Brakes: All Technical Service Bulletins ABS - Lamp ON/DTC's 42 and 86 Set FILE IN SECTION: 5 - Brakes BULLETIN NO.: 53-50-10 DATE: May, 1995 SUBJECT: Anti-Lock Brake System (ABS) Light On - Diagnostic Trouble Codes (DTC's) 42 and 86 Set (Replace Hydraulic Modulator) MODELS: 1993-95 Buick Skylark 1993-95 Chevrolet Beretta, Corsica, Cavalier 1993-95 Oldsmobile Achieva 1993-95 Pontiac Grand Am 1993-94 Pontiac Sunbird 1995 Pontiac Sunfire CONDITION Some owners may comment that the Anti-Lock Brake System (ABS) light remains on. Diagnostic Trouble Codes (DTC's) 42 and 86 will be set. DTC's will usually set 5 to 8 drive cycles in a row and then become history codes. CAUSE DTC's will be set due to a momentary delay within the ABS hydraulic modulator. CORRECTION Important: If DTC 42 is current DTC, the Diagnostic Trouble Tree in Section 5E1 of the Service Manual will lead to replacement of the motor pack. If the following diagnosis does not lead to replacement of the hydraulic modulator, then the motor pack should be replaced. Diagnosis ^ If DTC 42 has set 10 or less drive cycles and is no longer a current code (ABS not operating, ABS indicator off), replace the hydraulic modulator. ^ If DTC is current, cycle the system by starting the engine with your foot off the brake pedal. If the ABS indicator remains on, turn the ignition off and repeat the procedure. If within 10 cycles the ABS indicator is off and the code is no longer current, replace the hydraulic modulator. ^ If the above diagnosis does not lead to replacement of the modulator, follow DTC 42 Trouble Tree in Section 5E1 of the Service Manual. Repair Procedure If the condition is confirmed through the above diagnosis, the hydraulic modulator must be replaced, P/N 18023364. This is a new part number that has been released. Do not use previously released hydraulic modulator part numbers. Refer to Section 5E1 of the Service Manual for hydraulic modulator replacement procedure. Parts are currently available from GMSPO. WARRANTY INFORMATION For vehicles repaired under warranty, use: Labor Operation Labor Time H2518 Use published labor operation time. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Control Assembly - Antilock Brakes > Component Information > Service and Repair > Hydraulic Modulator Assembly Removal and Instalation Hydraulic Control Assembly - Antilock Brakes: Service and Repair Hydraulic Modulator Assembly Removal and Instalation HYDRAULIC MODULATOR-MASTER CYLINDER ASSEMBLY CAUTION:To help avoid personal injury, due to a retained load on the hydraulic modulator, the gear tension relief function of the Tech 1 must be performed prior to removal of the ABS hydraulic modulator/master cylinder assembly. Remove or Disconnect 1. Using Tech 1, perform "Gear Tension Relief Sequence". 2. Two solenoid electrical connectors. 3. Fluid level sensor electrical connector. 4. 6-way ABS motor pack electrical connector. 5. Four brakes pipes. 6. Two nuts attaching ABS hydraulic modulator/master cylinder assembly to vacuum booster. 7. ABS hydraulic modulator/master cylinder assembly. Install or Connect 1. ABS hydraulic modulator/master cylinder assembly in vehicle. 2. Two nuts attaching ABS hydraulic modulator/master cylinder assembly to vacuum booster Tighten ^ Nuts to 27 N.m (20 lb. ft.). 3. Four brake pipes to ABS hydraulic modulator/master cylinder assembly. 4. ABS motor pack 6-way electrical connector. 5. Fluid level sensor electrical connector. 6. Two solenoid electrical connectors. Important 7. Bleed hydraulic system. Tighten ^ Tube nuts to 24 N.m (18 lb. ft.). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Control Assembly - Antilock Brakes > Component Information > Service and Repair > Hydraulic Modulator Assembly Removal and Instalation > Page 4486 Hydraulic Control Assembly - Antilock Brakes: Service and Repair Hydraulic Modulator Assembly Unit Repair Gear Tension Relief Sequence Gear Tension Relief Sequence When the displacement cylinder pistons are in their topmost position, each motor has prevailing torque due to the force necessary to ensure each piston is held firmly at the top of its travel. This torque results in "gear tension," or force on each gear that makes motor pack separation difficult. To avoid injury, or damage to the gears, the "Gear Tension Relief Sequence" briefly reverses each motor to eliminate the prevailing torque. Always perform the "Gear Tension Relief Sequence" with the scan tool prior to removing the hydraulic modulator-master cylinder assembly from the vehicle. Gear Cover Gear Cover CAUTION: To help avoid personal injury, due to a retained load on the ABS hydraulic modulator, the gear tension relief function of the Tech 1 must be performed prior to removal of the ABS hydraulic modulator-master cylinder assembly. NOTICE: The following service procedures shall be performed only after the ABS hydraulic modulator-master cylinder assembly has been removed from the vehicle. Do not perform these procedures with the unit installed on the vehicle. Complete overhaul of the ABS hydraulic modulator-master cylinder assembly is not authorized. These steps will break the unit down into major components for replacement purposes. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Control Assembly - Antilock Brakes > Component Information > Service and Repair > Hydraulic Modulator Assembly Removal and Instalation > Page 4487 ABS Brake Modulator/Master Cylinder Assembly Components DISASSEMBLE 1. Torx head screws attaching gear cover. 2. Remove gear cover. ASSEMBLE 1. Gear cover to Antilock Brake System brake modulator/master cylinder assembly. 2. Torx head screws. Tighten ^ Tighten torx screws to 4 Nm (35 inch lbs.). ABS Motor Pack MOTOR PACK Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Control Assembly - Antilock Brakes > Component Information > Service and Repair > Hydraulic Modulator Assembly Removal and Instalation > Page 4488 CAUTION: To help avoid personal injury, due to a retained load on the ABS hydraulic modulator, the gear tension relief function of the Tech 1 must be performed prior to removal of the ABS hydraulic modulator-master cylinder assembly. NOTICE: The following service procedures shall be performed only after the ABS hydraulic modulator-master cylinder assembly has been removed from the vehicle. Do not perform these procedures with the unit installed on the vehicle. Complete overhaul of the ABS hydraulic modulator-master cylinder assembly is not authorized. These steps will break the unit down into major components for replacement purposes. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Control Assembly - Antilock Brakes > Component Information > Service and Repair > Hydraulic Modulator Assembly Removal and Instalation > Page 4489 ABS Brake Modulator/Master Cylinder Assembly Components Disassemble 1. Remove gear cover. 2. Four Torx head screws attaching ABS brake motor pack. Important ^ Use care when handling the motor pack to ensure the motor pack connectors are not damaged, or accidental intrusion of brake fluid into the motor pack does not occur. This may result in a premature failure of the motor pack. ^ Take care in handling the motor packs. If dropped or damaged during handling, the motor packs must be replaced. 3. Remove ABS motor pack. Important ^ If disassembly of the brake modulator-master cylinder assembly was due to an ABS hydraulic functional test that did not pass, the Automated ABS brake motor pack Diagnosis Test described in this section should be performed at this time to isolate the ABS brake motor pack or brake modulator. ^ No repair of the motor pack is authorized. Replace as an assembly. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Control Assembly - Antilock Brakes > Component Information > Service and Repair > Hydraulic Modulator Assembly Removal and Instalation > Page 4490 ABS Brake Modulator/Master Cylinder Assembly Components Assemble 1. With the brake modulator upside down, and the gears facing you, rotate each ABS brake modulator gear counterclockwise until movement stops. This procedure will position the pistons on the ABS brake modulator very close to the top of the modulator bore. This will simplify the brake bleeding procedure. 2. Motor pack to brake modulator assembly. Important ^ Take care in handling the motor packs. If dropped or damaged during handling the ABS brake motor pack must be replaced. ^ Align each of the three ABS brake motor pack pinions with the brake modulator gears. 3. Four Torx head screws. Tighten ^ Torx head screws to 4.5 Nm (40 inch lbs.). 4. Gear cover to ABS brake modulator-brake master cylinder assembly. Gear Replacement GEAR REPLACEMENT Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Control Assembly - Antilock Brakes > Component Information > Service and Repair > Hydraulic Modulator Assembly Removal and Instalation > Page 4491 CAUTION: To help avoid personal injury, due to a retained load on the ABS hydraulic modulator, the gear tension relief function of the Tech 1 must be performed prior to removal of the ABS hydraulic modulator/master cylinder assembly. NOTICE: The following service procedures shall be performed only after the ABS hydraulic modulator/master cylinder assembly has been removed from the vehicle. Do not perform these procedures with the unit installed on the vehicle. Complete overhaul of the ABS hydraulic modulator/ master cylinder assembly is not authorized -only the following steps. These steps will break the unit down into major components for replacement purposes. Important ^ Do not attempt to repair damaged motor packs or hydraulic modulators. Other than modulator drive gears replacement, repair of these assemblies is not authorized. Do not lubricate or oil gears on motor pack. CAUTION: The modulator drive gears are under spring load and will turn during disassembly. After removing hydraulic modulator drive gear cover, exercise extreme care not to place fingers into the gear set, since fingers can be pinched by rotating gears. REMOVE OR DISCONNECT 1. ABS brake modulator/master cylinder assembly. 2. Torx head screws attaching gear cover. 3. Four ABS brake motor pack to ABS brake modulator Torx head screws. Important ^ Take care in handling the ABS motor pack. If dropped or damaged in the handling, the ABS motor pack must be replaced. 4. Separate motor pack from brake modulator. 5. Three modulator drive gears from modulator drive shaft retaining nuts. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Control Assembly - Antilock Brakes > Component Information > Service and Repair > Hydraulic Modulator Assembly Removal and Instalation > Page 4492 Gear Removal 6. Gears from modulator. NOTICE: Do not allow gear to turn while removing the retaining nut, since the modulator piston can hit the top of the modulator bore, damaging the piston. Place a screwdriver through the holes in the gear (not between the gears) into the recessed hole in the modulator base. This will prevent the gear from turning, aiding in gear removal. INSTALL OR CONNECT Gear Position NOTICE: Do not allow gear to turn while tightening the retaining nut, since the modulator piston can bottom out in the modulator bore damaging the piston. Turn the modulator gear to position the piston in the center of its travel. Place a screwdriver through the hole in the gears (not between the gears) into the recessed hole in the modulator base.This will prevent the gear from turning, aiding in gear installation. 1. Position ABS brake modulator drive gears onto brake modulator drive shaft. 2. Install three gear retaining nuts. Tighten Nuts ^ Nuts to 8.5 Nm (76 inch lbs.). Gear Position Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Control Assembly - Antilock Brakes > Component Information > Service and Repair > Hydraulic Modulator Assembly Removal and Instalation > Page 4493 3. With the ABS hydraulic modulator upside down, and the gears facing you, rotate each ABS brake modulator gear counterclockwise until movement stops. This procedure will position the pistons on the ABS brake modulator very close to the top of the modulator bore. This will simplify the brake bleeding procedure. 4. Position the motor pack onto brake modulator, aligning the three motor pack gears with the modulator gears. Important ^ Take care in handling the ABS motor pack. If dropped or damaged during handling, the ABS motor pack must be replaced. 5. Four motor pack to brake modulator Torx head screws. Tighten ^ Torx head screws 4.5 Nm (40 inch lbs.). 6. Gear cover onto brake modulator with Torx head screws. Tighten ^ Torx head screws 4 Nm (35 inch lbs.). 7. Brake Modulator to Master Cylinder assembly. ABS Hydraulic Modulator Hydraulic Modulator CAUTION: To help avoid personal injury, due to a retained load on the ABS hydraulic modulator, the gear tension relief function of the Tech 1 must be performed prior to removal of the ABS hydraulic modulator/master cylinder assembly. NOTICE: The following service procedures shall be performed only after the ABS hydraulic modulator-master cylinder assembly has been removed from the vehicle. Do not perform these procedures with the unit installed on the vehicle. Complete overhaul of the ABS hydraulic modulator-master cylinder assembly is not authorized. These steps will break the unit down into major components for replacement purposes. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Control Assembly - Antilock Brakes > Component Information > Service and Repair > Hydraulic Modulator Assembly Removal and Instalation > Page 4494 ABS Brake Modulator/Master Cylinder Assembly Components Disassemble 1. Remove gear cover. 2. Remove ABS motor pack. 3. Two ABS hydraulic modulator to master cylinder banjo bolts; separate hydraulic modulator from master cylinder. 4. Two transfer tubes with O-rings from master cylinder or ABS Hydraulic modulator. 5. Banjo bolt O-rings from master cylinder and ABS hydraulic modulator. Important ^ If ABS hydraulic modulator is to be replaced, install the three gears in the same location on replacement hydraulic modulator. ^ No repair of the ABS hydraulic modulator is authorized. Replace as an assembly. ^ Refer to master cylinder for service and repair. ^ Use new transfer tube assemblies when assembling the ABS hydraulic modulator/master cylinder assembly. Make sure two O-rings are properly installed on each transfer tube. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Control Assembly - Antilock Brakes > Component Information > Service and Repair > Hydraulic Modulator Assembly Removal and Instalation > Page 4495 ABS Brake Modulator/Master Cylinder Assembly Components Assemble 1. Two transfer assemblies. ^ Lubricate transfer tube assembly O-rings with clean brake fluid. ^ Install transfer tube assemblies in ports in ABS brake modulator and push in by hand to bottom. 2. Lubricate new banjo bolt O-ring with clean brake fluid and install into the master cylinder and ABS hydraulic modulator. 3. ABS hydraulic modulator to master cylinder. ^ Clamp mounting flange of master cylinder in a vise. ^ Hold ABS hydraulic modulator and rock into position on master cylinder, inserting transfer tube assemblies into master cylinder ports. 4. Two ABS hydraulic modulator to master cylinder banjo bolts. Tighten ^ Banjo bolts to 24 Nm (17 ft. lbs.). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Control Assembly - Antilock Brakes > Component Information > Service and Repair > Hydraulic Modulator Assembly Removal and Instalation > Page 4496 Gear Position 5. With the ABS hydraulic modulator upside down, and the gears facing you, rotate each ABS hydraulic modulator gear counterclockwise until movement stops. This procedure will position the pistons very close to the top of the modulator bore simplifying the brake bleeding procedure. 6. ABS motor pack to ABS hydraulic modulator-master cylinder assembly. 7. Gear cover to ABS hydraulic modulator-master cylinder assembly. Master Cylinder Brake Master Cylinder Unit Repair The Unit Repair Procedure for the Brake Master Cylinder is located under Hydraulic System, Brakes / Master Cylinder / Service and Repair / Procedures / Brake Master Cylinder Disassembly and Assembly Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Control Assembly - Antilock Brakes > Component Information > Service and Repair > Hydraulic Modulator Assembly Removal and Instalation > Page 4497 Hydraulic Control Assembly - Antilock Brakes: Service and Repair Hydraulic Modulator Solenoid Assembly ABS HYDRAULIC MODULATOR SOLENOID Hydraulic Modulator Solenoid Assembly 1. Remove solenoid electrical connector. 2. Remove Torx® head bolts. 3. Remove solenoid. Important ^ Be sure the seal is still attached to the solenoid when it is removed. If not, check solenoid bore in modulator. ^ Do not attempt to disassemble solenoid, it is serviceable only as an assembly. Lubricate seal on new solenoid with clean brake fluid. ^ Verify that the solenoid lip seal is properly positioned before solenoid is installed in Hydraulic Modulator. ^ Position solenoid so that its electrical connector will face the same direction as the solenoid that was removed. ^ By hand, press down firmly solenoid until its flange seats on the hydraulic modulator. 4. Reinstall Torx head bolts. Tighten ^ Bolts to 4.5 N.m. (40 lb. in.). 5. Reinstall solenoid electrical connector to solenoid. Important Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic Control Assembly - Antilock Brakes > Component Information > Service and Repair > Hydraulic Modulator Assembly Removal and Instalation > Page 4498 ^ Make sure the solenoid connectors are installed on correct solenoids. ^ It is necessary to bleed hydraulic modulator master cylinder assembly. Refer to Brake System Bleeding. See: Brake Bleeding/Service and Repair/With ABS System Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Wheel Speed Sensor > Component Information > Technical Service Bulletins > Customer Interest: > 63-50-15B > Mar > 98 > ABS Indicator Lamp On, DTC 21,22,32 or 33 Set Wheel Speed Sensor: Customer Interest ABS Indicator Lamp On, DTC 21,22,32 or 33 Set File In Section: 5 - Brakes Bulletin No.: 63-50-15B Date: March, 1998 Subject: ABS Indicator Lamp ON, DTC 21, 22, 32 or 33 Set (Install Front ABS Wheel Speed Sensor Wiring Harness Connector Kit) Models: 1992-97 Buick Skylark 1991-96 Chevrolet Beretta, Corsica 1992-97 Chevrolet Cavalier 1992-97 Oldsmobile Achieva 1992-94 Pontiac Sunbird 1995-97 Pontiac Sunfire 1992-97 Pontiac Grand Am This bulletin is being revised to update parts and applicable model information. Please discard Corporate Bulletin Number 63-50-15A - (Section 5 - Brakes) Condition Some owners may comment that the ABS indicator lamp is "ON". Also, malfunction DTC 21, 22, 32 or 33 could set. Cause The right front and left front ABS wheel speed sensor wiring harness could be damaged and result in an open circuit. The wiring harness may be damaged approximately 4 inches (10 cm) back from the harness connector to the wheel speed sensor. This allows moisture to enter the harness causing corrosion and resulting in the open circuit. Correction A thorough inspection for corrosion and/or damage should be performed on suspect vehicles. It may be necessary to move the protective conduit away in order to inspect the wiring properly. If a failure occurs and damage is found, install the front ABS wheel speed sensor wiring harness connector kit(s). The kit includes instructions, splices, and "pigtail" connector. Parts Information Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Wheel Speed Sensor > Component Information > Technical Service Bulletins > Customer Interest: > 63-50-15B > Mar > 98 > ABS Indicator Lamp On, DTC 21,22,32 or 33 Set > Page 4507 Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Description Labor Time H2530 Right Side Use published H2531 Left Side Labor Operation Time Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Wheel Speed Sensor > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 63-50-15B > Mar > 98 > ABS Indicator Lamp On, DTC 21,22,32 or 33 Set Wheel Speed Sensor: All Technical Service Bulletins ABS Indicator Lamp On, DTC 21,22,32 or 33 Set File In Section: 5 - Brakes Bulletin No.: 63-50-15B Date: March, 1998 Subject: ABS Indicator Lamp ON, DTC 21, 22, 32 or 33 Set (Install Front ABS Wheel Speed Sensor Wiring Harness Connector Kit) Models: 1992-97 Buick Skylark 1991-96 Chevrolet Beretta, Corsica 1992-97 Chevrolet Cavalier 1992-97 Oldsmobile Achieva 1992-94 Pontiac Sunbird 1995-97 Pontiac Sunfire 1992-97 Pontiac Grand Am This bulletin is being revised to update parts and applicable model information. Please discard Corporate Bulletin Number 63-50-15A - (Section 5 - Brakes) Condition Some owners may comment that the ABS indicator lamp is "ON". Also, malfunction DTC 21, 22, 32 or 33 could set. Cause The right front and left front ABS wheel speed sensor wiring harness could be damaged and result in an open circuit. The wiring harness may be damaged approximately 4 inches (10 cm) back from the harness connector to the wheel speed sensor. This allows moisture to enter the harness causing corrosion and resulting in the open circuit. Correction A thorough inspection for corrosion and/or damage should be performed on suspect vehicles. It may be necessary to move the protective conduit away in order to inspect the wiring properly. If a failure occurs and damage is found, install the front ABS wheel speed sensor wiring harness connector kit(s). The kit includes instructions, splices, and "pigtail" connector. Parts Information Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Wheel Speed Sensor > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 63-50-15B > Mar > 98 > ABS Indicator Lamp On, DTC 21,22,32 or 33 Set > Page 4513 Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Description Labor Time H2530 Right Side Use published H2531 Left Side Labor Operation Time Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Wheel Speed Sensor > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheel Speed Sensor: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules Relay Module: All Technical Service Bulletins Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Wheel Speed Sensor > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheel Speed Sensor: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 4519 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Wheel Speed Sensor > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheel Speed Sensor: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 4520 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Wheel Speed Sensor > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheel Speed Sensor: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 4521 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Wheel Speed Sensor > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheel Speed Sensor: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 4527 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Wheel Speed Sensor > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheel Speed Sensor: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 4528 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Wheel Speed Sensor > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheel Speed Sensor: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 4529 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Wheel Speed Sensor > Component Information > Locations > Component Locations Wheel Speed Sensor: Component Locations LH Front Wheel (RH Similar) LH Rear ABS Wheel Speed Sensor LH Rear ABS Wheel Speed Sensor is located Rear of LH rear Wheel Hub LH Rear Wheel (RH Similar) Wheel Speed Sensors These sensors located on the front steering knuckles and under the wheel bearing dust caps on the rear wheels. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Wheel Speed Sensor > Component Information > Locations > Component Locations > Page 4532 Wheel Speed Sensor: Connector Locations LH Front Wheel (RH Similar) LH Rear Wheel (RH Similar) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Wheel Speed Sensor > Component Information > Locations > Component Locations > Page 4533 Wheel Speed Sensor: Harness Locations LH Side Of Engine Compartment RH Side Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Wheel Speed Sensor > Component Information > Locations > Page 4534 Wheel Speed Sensor: Description and Operation DESCRIPTION These sensors located on the front steering knuckles and under the wheel bearing dust caps on the rear wheels, send a low voltage signal to the EBCM/EBTCM. This signal is produced by rotating a toothed ring around the sensor pole piece, which produces a magnetic field that increases and decreases in magnitude. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Wheel Speed Sensor > Component Information > Service and Repair > Front Wheel Speed Sensor: Service and Repair Front Fig. 802 Front Wheel Speed Sensor Removal. 1. Raise and support vehicle. 2. Disconnect wheel sensor electrical connector, Fig. 802. 3. Remove sensor attaching bolt, then the sensor from the mounting bracket. 4. Reverse procedure to install, noting the following: a. Ensure sensor is properly aligned and lays flat against bracket bosses, then torque attaching bolt to 9 ft. lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Wheel Speed Sensor > Component Information > Service and Repair > Front > Page 4537 Wheel Speed Sensor: Service and Repair Rear Fig. 803 Rear Wheel Bearing & Speed Sensor Removal. 1. Raise and support vehicle, then remove rear wheel and tire assembly. 2. Remove rear brake drum, then disconnect sensor electrical connector, Fig. 803. 3. Remove wheel bearing and sensor attaching nuts and bolts, then bearing and sensor assembly. After bolts are removed, the rear brake assembly will be held in place by the hydraulic pipe. Use care not to bump or exert any force on the brake assembly to prevent any damage to the hydraulic pipe. 4. Reverse procedure to install, noting the following: a. Align bolt holes in wheel bearing and speed sensor assembly, drum brake assembly and rear suspension bracket. b. When installing bolts, rotate axle flange to align large hole with each bolt location, then install bolt while holding nut. c. Torque bolts to 37 ft. lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Bleeding > System Information > Service and Repair > With ABS System Brake Bleeding: Service and Repair With ABS System Manual Bleeding 1. Remove master cylinder reservoir cover, then fill reservoir as necessary. 2. Attach one end of a clear plastic hose to rear bleeder valve of the brake control assembly, then put opposite end of the hose into a clean container. 3. While depressing brake pedal, slowly open bleeder valve, until fluid begins to flow. 4. Close valve and release brake pedal, then repeat procedure for front bleeder valve. 5. Ensure master cylinder is full, then raise and support vehicle. 6. Bleed wheel cylinders and calipers using the following sequence: a. Right rear. b. Left rear. c. Right front. d. Left front. 7. Lower vehicle and check fluid level in reservoir, fill as necessary. 8. Turn on ignition and note pedal travel and feel as follows: a. If pedal feels firm and constant, start the engine and recheck pedal travel. If pedal still feels firm and constant, continue procedure. b. If pedal feels soft or has excessive travel either initially or after engine is started, repeat bleeding procedure. 9. Road test vehicle, make several normal stops from a moderate speed, then make one or two ABS stops at approximately 50 mph. 10. Ensure pedal is still firm and constant. Pressure Bleeding NOTE: To prevent air, moisture and other contaminants from entering system, only diaphragm type pressure bleeding equipment should be used. 1. Attach bleeder adapter tool No. J35589, or equivalent, to master cylinder reservoir, then the adapter tool to the pressure bleeder. 2. Connect a clear plastic hose to the front bleeder valve on the control assembly, then put opposite end of the hose into a clean container partially filled with brake fluid. 3. Set pressure bleeder to 5-10 psi and wait for approximately 30 seconds to ensure there is no leakage. 4. Set pressure bleed equipment to 30-35 psi. 5. Slowly open bleeder valve and allow fluid to flow into container until no air bubbles are seen in fluid, then close the bleeder valve and torque to 65 inch lbs. 6. Attach bleeder hose to rear bleeder valve of the control assembly and repeat preceding step. 7. Position a cloth under hydraulic brake pipe connections. 8. Working from front of the control assembly to the rear, slowly turn each pipe nut and check for air in escaping fluid. 9. When air flow ceases, torque pipe nut to 13 ft. lbs. 10. Raise and support vehicle, then bleed wheel cylinders and calipers using the following sequence: a. Right rear. b. Left rear. c. Right front. d. Left front. 11. Lower vehicle and remove bleeder adapter tool from master cylinder. 12. Check fluid level in reservoir, fill as necessary. 13. Turn ignition switch to On position and note pedal travel and feel as follows: a. If pedal feels firm and constant, start the engine and recheck pedal travel. If pedal still feels firm and constant, continue procedure. b. If pedal feels soft or has excessive travel either initially or after engine is started, repeat bleeding procedure. 14. Road test vehicle, make several normal stops from a moderate speed, then make one or two ABS stops at approximately 50 mph. 15. Ensure pedal is still firm and constant. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Bleeding > System Information > Service and Repair > With ABS System > Page 4542 Brake Bleeding: Service and Repair Without ABS System Manual Fig. 210 Brake System Manual Bleed. NOTE: Pressure bleeding is recommended for all hydraulic systems. However, if a pressure bleeder is unavailable, use the following procedure. Brake fluid damages painted surfaces. Immediately clean any spilled fluid. 1. Remove vacuum reserve by pumping brakes several times with engine off. 2. Fill master cylinder reservoir with clean brake fluid. Check fluid level often during bleeding procedure; do not let reservoir fall below half full. 3. If necessary, bleed master cylinder as follows: a. Disconnect master cylinder forward brake line connection until fluid flows from reservoir. Reconnect and tighten brake line. b. Instruct an assistant to slowly depress brake pedal one time and hold. c. Crack open front brake line connection again, purging air from cylinder. d. Retighten connection and slowly release brake pedal. e. Wait 15 seconds, then repeat until all air is purged. f. Bleed the rearward (nearest the cowl) brake line connection by repeating steps a through e. 4. Loosen, then slightly retighten bleeder valves at all four wheels. Repair any broken, stripped or frozen valves at this time. 5. Proceed to appropriate wheel first and follow set sequence according to Wheel Bleeding Sequence. 6. Place transparent tube over bleeder valve, then allow tube to hang down into transparent container, Fig. 16. Ensure end of tube is submerged in clean brake fluid. 7. Instruct an assistant to slowly depress brake pedal one time and hold. 8. Crack open bleeder valve, purging air from cylinder. Retighten bleeder screw and slowly release pedal. 9. Wait 15 seconds, then repeat steps 7 and 8. Repeat these steps until all air is bled from system. Pressure Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Bleeding > System Information > Service and Repair > With ABS System > Page 4543 Fig. 21 Installing Pressure Bleeder Adapter Fig. 210 Brake System Manual Bleed. 1. Loosen, then slightly retighten bleeder valves at all four wheels. Repair any broken, stripped or frozen valves at this time. 2. Using a diaphragm type pressure bleeder, install suitable bleeder adapter to master cylinder, Fig. 17. 3. Charge bleeder ball to 20-25 psi. 4. Connect pressure bleeder line to adapter. 5. Open line valve on pressure bleeder, then depress bleed-off valve on adapter until a small amount of brake fluid is released. 6. Raise and support vehicle. 7. Proceed to appropriate wheel first and follow set sequence according to Wheel Bleeding Sequence. 8. Place transparent tube over bleeder valve, then allow tube to hang down into transparent container, Fig. 16. Ensure end of tube is submerged in clean brake fluid. 9. Open bleeder valve 1/2 to 3/4 turn and allow fluid to flow into container until all air is purged from line. Front Disc Brakes NOTE: Pressure bleeding is recommended for all hydraulic disc brake systems. The disc brake hydraulic system can be bled manually or with pressure bleeding equipment. On vehicles with disc brakes the brake pedal will require more pumping and frequent checking of fluid level in master cylinder during bleeding operation. Never use brake fluid that has been drained from hydraulic system when bleeding the brakes. Be sure the disc brake pistons are returned to their normal positions and that the shoe and lining assemblies are properly seated. Before driving the vehicle, check brake operation to be sure that a firm Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Bleeding > System Information > Service and Repair > With ABS System > Page 4544 pedal has been obtained. Wheel Bleeding Sequence Rear wheel drive models: if manual bleeding, RR-LR-RF-LF; if pressure bleeding, bleed front brakes together and rear brakes together. Front wheel drive models: RR-LF-LR-RF Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions Brake Warning Indicator: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 4549 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 4550 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 4551 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 4552 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 4553 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 4554 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 4555 Brake Warning Indicator: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 4556 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 4557 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 4558 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 4559 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 4560 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 4561 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 4562 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 4563 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 4564 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 4565 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 4566 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 4567 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 4568 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 4569 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 4570 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 4571 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 4572 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 4573 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 4574 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 4575 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 4576 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 4577 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 4578 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 4579 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 4580 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 4581 Brake Warning Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Description and Operation > Brake Warning System Brake Warning Indicator: Description and Operation Brake Warning System DESCRIPTION The "Brake" warning indicator will be illuminated when a low brake fluid level in the master cylinder is sensed or when the Electronic Brake Control Module (EBCM) lights it in response to certain diagnostic trouble codes. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Description and Operation > Brake Warning System > Page 4584 Brake Warning Indicator: Description and Operation Circuit Operation Battery voltage is applied to the BRAKE Indicator when the Ignition Switch is in RUN, BULB TEST or START. Three switches are connected in parallel to the BRAKE Indicator. When any one of these switches closes, ground is provided and the indicator lights. The Ignition Switch provides a ground when it is in the BULB TEST and START positions. The Park Brake Switch provides a ground when the Park Brake is applied. The Brake Fluid Level Switch closes to light the BRAKE Indicator when there is low brake fluid in one of the two hydraulic brake systems. This could be caused by a leak in one of the brake lines. The switch can be reset to an open position by refilling the reservoir, however this can only be accomplished after the faulty system has been repaired. The Electronic Brake Control Module (EBCM) will cause the BRAKE Indicator to light only when the Antilock Brake System degrades the base brake system. In cars with Daytime Running Lights, the Daytime Running Lights remain off if the BRAKE Indicator is lit. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Description and Operation > Brake Warning System > Page 4585 Brake Warning Indicator: Description and Operation Brake Pressure Warning Lamp DESCRIPTION The warning lamp should illuminate when the ignition switch is in the start position, and turn off when the switch returns to run. If the brake lamp remains on after the ignition returns to run, check fluid level in master cylinder reservoir and inspect parking brake. If the warning lamp does not turn on during cranking, check for defective bulb or blown fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview Brake Warning Indicator: Initial Inspection and Diagnostic Overview Circuit Operation Battery voltage is applied to the BRAKE Indicator when the Ignition Switch is in RUN, BULB TEST or START. Three switches are connected in parallel to the BRAKE Indicator. When any one of these switches closes, ground is provided and the indicator lights. The Ignition Switch provides a ground when it is in the BULB TEST and START positions. The Park Brake Switch provides a ground when the Park Brake is applied. The Brake Fluid Level Switch closes to light the BRAKE Indicator when there is low brake fluid in one of the two hydraulic brake systems. This could be caused by a leak in one of the brake lines. The switch can be reset to an open position by refilling the reservoir, however this can only be accomplished after the faulty system has been repaired. The Electronic Brake Control Module (EBCM) will cause the BRAKE Indicator to light only when the Antilock Brake System degrades the base brake system. In cars with Daytime Running Lights, the Daytime Running Lights remain off if the BRAKE Indicator is lit. System Diagnosis Refer to Symptom Table for listed symptoms and refer Diagnostic Tests for Diagnostic procedures. See: Symptom Related Diagnostic Procedures/Symptom Table See: Symptom Related Diagnostic Procedures/Diagnostic Tests System Check System Check Table Refer to the System Diagnosis given if other results occur. See: System Diagnosis Troubleshooting Hints TRY THE FOLLOWING CHECKS BEFORE DOING THE SYSTEM CHECK 1. Check GAGES Fuse by operating the Rear Defogger and observing the Indicator with the Ignition Switch in RUN and engine off. 2. Check ground G100 by operating the Blower Motor. 3. If the BRAKE Indicator does not light for a particular condition, check the suspect switch for battery voltage at the TAN/WHT (33) terminal and a good ground circuit. If the TAN/WHT (33) wires are good to suspect switch, check 150 (BLK) wire for an open (see schematic). If OK, replace suspect switch. ^ Go to System Check for a guide to normal operation. See: System Check ^ Go to System Diagnosis for diagnostic tests. See: System Diagnosis ^ Refer to Starting and Charging for Ignition Switch access information. See: Starting and Charging Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 4588 Brake Warning Indicator: Symptom Related Diagnostic Procedures Symptom Table Symptom Table: Chart A: BRAKE Indicator remains on with ignition switch in RUN and park brake off. See: Diagnostic Tests Diagnostic Tests 1. Put Ignition Switch in RUN. Disconnect the Park Brake Switch and Brake Fluid Level Switch and observe BRAKE Indicator. ^ If BRAKE Indicator goes out when a switch is disconnected, replace suspect switch. ^ If BRAKE Indicator stays on and vehicle is equipped with Daytime Running Lights, go to step 2. If vehicle is not equipped with Daytime Running Lights, go to step 3. 2. Disconnect Daytime Running Lights (DRL) Module and observe BRAKE Indicator with the Ignition Switch in RUN. ^ If BRAKE Indicator goes out when module is disconnected, replace the module. ^ If BRAKE Indicator stays on, go to step 3. 3. Disconnect the Electronic Brake Control Module (EBCM) connector C2. ^ If BRAKE Indicator goes out, refer to Brakes and Traction Control. See: ^ If BRAKE Indicator stays on, go to step 4. 4. With the Ignition Switch in RUN and connector disconnected, check for continuity between the Ignition Switch half of terminal D/C1 and F/C2. ^ If there is continuity, replace the Ignition Switch. ^ If there is no continuity, check for a short to ground in the 33 (TAN/WHT) wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component Information > Specifications > Bore Diameter Brake Caliper: Specifications Front Caliper Bore Diameter 2.244 in Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component Information > Specifications > Bore Diameter > Page 4594 Brake Caliper: Specifications Tightening Specifications Brake Hose to Caliper ......................................................................................................................... .................................................... 44 Nm (32 ft. lbs.) Caliper Bleed Screw ......................................... .......................................................................................................................................... 12 Nm (9 ft. lbs.) Caliper Mounting Bolts ................................................................................................................. ........................................................... 52 Nm (38 ft. lbs.) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component Information > Service and Repair > Removal/Installation Brake Caliper: Service and Repair Removal/Installation Fig. 8 Piston Compressing W/Pliers. Fig. 9 Caliper Mounting Bolts Replacement. REMOVAL 1. Remove approximately 2/3 of brake fluid from master cylinder. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component Information > Service and Repair > Removal/Installation > Page 4597 2. Raise and support front of vehicle, then remove wheel and tire assembly. 3. Position suitable pliers over inboard pad and housing as shown in Fig. 8, and squeeze pliers to compress caliper piston. 4. If caliper assembly is being removed for service, remove inlet fitting attaching bolt, copper washer, and inlet fitting from caliper housing. Plug opening in inlet fitting to prevent fluid loss and contamination. Do not crimp brake hose, as this may damage internal structure of hose. If only shoe and lining assemblies are to be replaced, do not disconnect brake line fitting from caliper. 5. Remove Allen head caliper mounting bolts, Fig. 9. If bolts show signs of corrosion, use new bolts when installing caliper assembly. 6. Remove caliper assembly from disc. If only shoe and lining assemblies are to be replaced, using a length of wire suspend caliper from spring coil. Never allow caliper to hang from brake hose. Fig. 9 Caliper Mounting Bolts Replacement. Fig. 13 Caliper & Stops Clearance Inspection. CALIPER INSTALLATION 1. Position caliper assembly over disc and align mounting bolt holes. If brake hoses were not disconnected during removal, use care not to kink hoses during installation. 2. Install mounting bolts and tighten to specifications, Fig. 9. 3. Check dimensions between each caliper stop and caliper, Fig. 13. If necessary remove caliper and file ends of bracket to provide proper clearance. 4. If brake hose fitting was disconnected during removal, install brake hose fitting. 5. Fill master cylinder. Bleed brake system if brake line was disconnected and recheck master cylinder fluid level. 6. Install wheel and tire assembly on vehicle, then lower vehicle and check brake system operation. Before moving vehicle, pump brake pedal several times to be sure it is firm. Do not move vehicle until a firm pedal is obtained. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component Information > Service and Repair > Removal/Installation > Page 4598 Brake Caliper: Service and Repair Disassemble/Assemble Fig. 10 Caliper Piston Removal. Fig. 11 Dust Boot Removal. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component Information > Service and Repair > Removal/Installation > Page 4599 Fig. 12 Dust Boot Installation In Caliper. REMOVAL 1. Remove approximately 2/3 of brake fluid from master cylinder. 2. Raise and support front of vehicle, then remove wheel and tire assembly. 3. Position suitable pliers over inboard pad and housing as shown in Fig. 8, and squeeze pliers to compress caliper piston. 4. If caliper assembly is being removed for service, remove inlet fitting attaching bolt, copper washer, and inlet fitting from caliper housing. Plug opening in inlet fitting to prevent fluid loss and contamination. Do not crimp brake hose, as this may damage internal structure of hose. If only shoe and lining assemblies are to be replaced, do not disconnect brake line fitting from caliper. 5. Remove Allen head caliper mounting bolts, Fig. 9. If bolts show signs of corrosion, use new bolts when installing caliper assembly. 6. Remove caliper assembly from disc. If only shoe and lining assemblies are to be replaced, using a length of wire suspend caliper from spring coil. Never allow caliper to hang from brake hose. DISASSEMBLE 1. Clean outside of caliper, then drain brake fluid from caliper. 2. Use clean shop towels to pad interior of caliper assembly, then remove piston by directing compressed air into caliper brake hose inlet hole, Fig. 10. Use just enough air pressure to ease piston out of bore. Do not place fingers in front of piston for any reason when applying compressed air. This could result in serious personal injury. 3. Using a screwdriver, remove dust boot from caliper bore, Fig. 11. 4. Using a small piece of wood or plastic, remove piston seal from bore. Do not use a metal tool of any kind to remove seal as it may damage bore. 5. Remove bleeder valve. 6. Inspect piston for scoring, nicks, corrosion, and wear and replace as needed. 7. Inspect caliper housing and seal groove for corrosion, nicks, scoring and excessive wear, and use crocus cloth to polish away corrosion from housing bore. Replace caliper housing if corrosion in and around seal groove will not clean up with crocus cloth. 8. Clean all parts with denatured alcohol. Dry with unlubricated compressed air. Blow out all passages in housing and bleeder valve. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Pad > Component Information > Technical Service Bulletins > Customer Interest for Brake Pad: > 435006A > May > 95 > Brakes - Longer Life Front Brake Pad Lining Brake Pad: Customer Interest Brakes - Longer Life Front Brake Pad Lining FILE IN SECTION: 5 - Brakes BULLETIN NO.: 43-50-06A DATE: May, 1995 SUBJECT: Longer Life Front Brake Lining (Install New Brake Pads) MODELS: 1991-95 Buick Skylark 1992-95 Chevrolet Cavalier; Corsica, Beretta 1991 Oldsmobile Cutlass Calais 1992-95 Oldsmobile Achieva 1991-95 Pontiac Grand Am 1992-94 Pontiac Sunbird 1995 Pontiac Sunfire This bulletin is being revised to include the 1995 model year and revise part number information. Please discard Corporate Bulletin Number 43-50-6 (Section 5 - Brakes). CONDITION Some owners may comment on the life of the front brake linings. CORRECTION This condition can be addressed by replacing front brake pads with new 8100 lining compound, P/N 12510050, (Canadian P/N 18022395). The new brake pads incorporate wear sensors on each brake pad. Important: DO NOT resurface rotors unless there is a pulsation concern or deep scoring in excess of .060 (up to the head on a dime) is measured. U.S. Dealers - Pontiac vehicles should replace rotors; not resurface if the above conditions are met. Canadian Dealers - use current policy. Parts are currently available from GMSPO. WARRANTY INFORMATION For vehicles repaired under warranty, use: Labor Operation Labor Time H0042 Use published labor operation time. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Pad > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Pad: > 435006A > May > 95 > Brakes - Longer Life Front Brake Pad Lining Brake Pad: All Technical Service Bulletins Brakes - Longer Life Front Brake Pad Lining FILE IN SECTION: 5 - Brakes BULLETIN NO.: 43-50-06A DATE: May, 1995 SUBJECT: Longer Life Front Brake Lining (Install New Brake Pads) MODELS: 1991-95 Buick Skylark 1992-95 Chevrolet Cavalier; Corsica, Beretta 1991 Oldsmobile Cutlass Calais 1992-95 Oldsmobile Achieva 1991-95 Pontiac Grand Am 1992-94 Pontiac Sunbird 1995 Pontiac Sunfire This bulletin is being revised to include the 1995 model year and revise part number information. Please discard Corporate Bulletin Number 43-50-6 (Section 5 - Brakes). CONDITION Some owners may comment on the life of the front brake linings. CORRECTION This condition can be addressed by replacing front brake pads with new 8100 lining compound, P/N 12510050, (Canadian P/N 18022395). The new brake pads incorporate wear sensors on each brake pad. Important: DO NOT resurface rotors unless there is a pulsation concern or deep scoring in excess of .060 (up to the head on a dime) is measured. U.S. Dealers - Pontiac vehicles should replace rotors; not resurface if the above conditions are met. Canadian Dealers - use current policy. Parts are currently available from GMSPO. WARRANTY INFORMATION For vehicles repaired under warranty, use: Labor Operation Labor Time H0042 Use published labor operation time. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Pad > Component Information > Technical Service Bulletins > Page 4613 Brake Pad: Service and Repair Fig. 1 Exploded View Of Disc Brake Caliper Assembly. 1. Remove approximately 2/3 of brake fluid from master cylinder. 2. Raise and support vehicle. 3. Mark relationship between front wheel and axle, then remove wheel and tire assembly. 4. Remove 2 caliper slide pins from bracket. 5. Unfasten caliper, and support with a length of wire, leaving hydraulic lines connected. 6. Remove brake pads, shims, wear indicators and retainers, Fig. 1. 7. Reverse procedure to install. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Technical Service Bulletins > Brakes - Rotor Lateral Runout Correction Information Brake Rotor/Disc: Technical Service Bulletins Brakes - Rotor Lateral Runout Correction Information Bulletin No.: 01-05-23-001B Date: January 31, 2008 INFORMATION Subject: Brake Align(R) System for Brake Rotor Lateral Runout Correction Models: 2008 and Prior Passenger Cars Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 01-05-23-001A (Section 05 - Brakes). This bulletin is being issued to update General Motors position on correcting brake rotor lateral runout (Refer to Corporate Bulletin Number 00-05-22-002B for additional brake rotor service procedures). Certain conditions may apply to individual vehicles regarding specific repairs. Refer to those specific repairs in applicable service bulletins. Make sure other possible sources of brake pulsation, such as ABS pedal feedback, have been addressed before checking rotor runout. Anytime a new or refinished rotor is installed on a vehicle, the rotor must have .050 mm (.002 in) or less of lateral runout. This specification is important to prevent comebacks for brake pulsation. Until now, the only acceptable methods to correct brake rotor runout were to index or replace the rotor or to refinish the rotor using an on-vehicle brake lathe. GM has approved a new technology for the correction of lateral runout on new or refinished rotors. This new method is called Brake align(R)*. It will allow the technician to meet the .050 mm (.002 in) or less requirement for lateral runout by installing a specially selected, tapered correction plate between the rotor and the hub. The Brake Align(R) Correction system does NOT require the use of an on-vehicle brake lathe to correct for lateral runout. *We believe this source and their products to be reliable. There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any such items which may be available from other sources. The Brake Align(R) Starter Kit will include an ample supply of Correction Plates, in various correction sizes, that will cover most current GM passenger car applications. It will also include a Brake Align(R) tool kit containing a dial indicator and retaining washers along with other useful tools. Service Procedure Follow all the procedures referred to in Corporate Bulletin Number 00-05-22-002B. Dealers who have purchased the Brake Align(R) Starter Kit may use the following simplified runout correction procedure: The existing rotors must first be machined on an approved, well-maintained bench lathe to guarantee smooth, flat, and parallel surfaces. Should the rotors require replacement, please note that it is not necessary to machine new rotors. Make sure all the mating surfaces of the rotor and the hub are clean, using the J 42450-A wheel Hub Cleaning Kit. Mount the new or refinished rotor onto the vehicle hub using the retaining washers provided in the kit. Do not reinstall the caliper or wheel at this time. Tighten all the wheel nuts to the proper specification, using J 39544 Torque Socket or the equivalent. Fasten the dial indicator to the steering knuckle so that the indicator needle contacts the rotor friction surface approximately 12.7 mm (1/2 in) from the rotors outer edge. Rotate the rotor and observe the total lateral runout. Index the rotor on the hub to achieve the lowest amount of lateral runout. This will require removal and reassembly of the rotor until the lowest total lateral runout reading is obtained. If this reading is .050 mm (.002 in) or less, the assembled rotor is within specification. The brake system may be reassembled. If total lateral runout is greater than .050 mm (.002 in), proceed with determining the correct Brake Align(R) Correction as follows: Rotate the rotor to locate the lowest dial indicator reading and set the dial to zero. Rotate the rotor to determine and locate the highest amount of lateral runout. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Technical Service Bulletins > Brakes - Rotor Lateral Runout Correction Information > Page 4618 Note the AMOUNT and LOCATION of the "high spot" on the rotor and mark the closest wheel stud relative to this location. Remove the rotor. Select the appropriate Brake Align(R) Runout Correction Plate for this vehicle using the Application Chart. Make sure the selection corrects the amount of runout that was diagnosed. Never attempt to stack two or more Correction Plates together on one hub. Never attempt to re-use a previously installed Correction Plate. Following the Brake Align(R) procedures and diagram, install the Correction Plate onto the vehicle between the hub and the rotor. The V-notch in the Correction Plate is to be installed and aligned with the noted location of the "high spot" on the vehicle hub and marked wheel stud. Install the rotor onto the vehicle with the Correction Plate placed between the hub and the rotor. Be sure to install the rotor onto the hub in the same location as identified in Step 7. The rotor should then be secured onto the hub and tightened to the proper specification. The rotor should be dial indicated once more to assure that the rotor is now within specification. The brake system is now ready for the remaining service and assembly. Once the caliper has been installed, check to ensure that the rotor rotates freely. Parts Information Brake Align(R) Runout Correction Plates are available through the suppliers shown. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Technical Service Bulletins > Brakes - Rotor Lateral Runout Correction Information > Page 4619 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Technical Service Bulletins > Brakes - Rotor Lateral Runout Correction Information > Page 4620 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Technical Service Bulletins > Brakes - Rotor Lateral Runout Correction Information > Page 4621 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Technical Service Bulletins > Brakes - Rotor Lateral Runout Correction Information > Page 4622 Brake Align Order Form Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Technical Service Bulletins > Brakes - Rotor Lateral Runout Correction Information > Page 4623 Brake Rotor/Disc: Technical Service Bulletins Brakes - Rotor & Hub Flange Cleaning Tool Revision File In Section: 5 - Brakes Bulletin No.: 73-50-37 Date: January, 1998 INFORMATION Subject: Revision to J 42450 Tool; Proper Brake Rotor and Hub Flange Surface Cleaning Models: 1998 and Prior Passenger Cars and Light Duty Trucks - with Disc Brakes (Rotor and Hub Separate) This bulletin is being revised to update the following text. This bulletin is being issued to inform the dealer about a revision to tool J 42450 and reinforce the need for proper hub flange and brake rotor mating surface cleaning during service. Tool J 42450 is a cleaning pad arbor and pad system that fits over the wheel stud and cleans the portion of the hub surface that is very difficult to reach with normal rotary cleaning pads. Tool J 42450 is being revised to J 42450-A to improve the hook and loop material retention. Any dealer experiencing problems with tool J 42450 should contact Kent-Moore at 1-800-345-2233 for a revised arbor at no charge. Anytime the brake rotor has been separated from the hub bearing flange or if rotor machining is necessary, the rotor and hub should be marked to maintain the original position. Clean the hub flange of all dirt and foreign material using special tool J 42450 or J 42450-A. Clean both sides of the brake rotor hub using an aggressive (80 grit) abrasive sanding pad on a rotary disc. Properly cleaning the rotor surfaces before rotor machining or reassembly ensures that dirt and corrosion will not add lateral runout to the rotor. Proper cleaning of the hub flange will also minimize the stack-up of lateral runout. On reassembly, the rotor should be reinstalled aligning the marks made on disassembly. Always use a torque wrench or the appropriate Torque Socket found in J 39544-KIT on an impact wrench when installing the wheel and tire assembly. Torque all wheel nuts using the correct sequence and torque. Refer to the Tire and Wheel Sub-Section in the applicable Service Manual. Excessive torque or torque variation between wheel nuts may cause distortion of the hub and rotor mating surface. This distortion may cause lateral runout and lead to brake pulsation. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Technical Service Bulletins > Brakes - Rotor Lateral Runout Correction Information > Page 4624 Technical Service Bulletin # 23-50-05B Date: 971101 Brakes - Rotor Warranty Service Procedure File In Section: 5 - Brakes Bulletin No.: 23-50-05B Date: November, 1997 INFORMATION Subject: Brake Rotor Warranty Service Procedure Model: 1994-98 GM Passenger Cars This bulletin outlines GM's procedures for brake rotor service for all applicable GM passenger cars and supersedes Corporate Bulletin Number 23-50-05A Section 5 - Brakes). Important: Rotors should only be turned when one or more of the following rotor surface conditions exist: 1. Severe Scoring - depth in excess of 1.5 mm (0.060 in.). 2. Pulsation Concerns from: a. Thickness variation in excess of 0.025 mm (0.001 in.). b. Corrosion on rotor braking surfaces. Rotors are NOT to be resurfaced in an attempt to correct: 1. Noise/squeal. 2. Cosmetic corrosion. 3. Routine pad replacement. 4. Discoloration and/or "hard spots". Explanation of Brake Rotor Warranty Service Procedure Research and testing has determined: 1. Rotor refacing during normal pad replacement is not necessary. 2. Rotor refacing for cosmetic corrosion is unnecessary. Clean-up of braking surfaces can be accomplished by 10-15 moderate stops from 62-75 km/h (35-40 mph) with cooling time between stops. 3. Rotor service is ineffective in correcting BRAKE SQUEAL, and/or PREMATURE LINING WEAR OUT, and should NOT be used to address these conditions. 4. When installing new rotors, DO NOT reface them. 5. Ensure bearing flanges are free of corrosion when installing rotors to prevent inducing lateral runout. Use Kent Moore tool J 42450 to clean the corrosion around the wheel studs. Brake Service Techniques EVERY brake service should include: 1. Clean and lube all metal-to-metal contact points (i.e.; caliper to knuckle, pad to knuckle, etc.). 2. Clean and lube slide pins. 3. Set correct clearances - caliper to knuckle, etc. 4. Clean rotor and hub mounting surfaces. Use Kent Moore tool J 42450 to clean around wheel studs. Pulsation Brake pulsation concerns may result from two basic conditions: 1. Thickness variation. 2. Excessive corrosion. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Technical Service Bulletins > Brakes - Rotor Lateral Runout Correction Information > Page 4625 Rotor thickness variation is the result of uneven rotor wear caused by excessive lateral runout (>0.076 mm; >0.003 in.). Lateral runout can be induced by: 1. Distortion of the braking surface by applying uneven and/or excessive wheel nut torque. (This could be the result of a recent tire change, rotation, etc.). 2. Improperly refacing rotors. Brake Noise Important: SOME BRAKE NOISE IS NORMAL. Brake noise is caused by a "slip stick" type vibration of brake components. Some intermittent brake noise may be normal. Performing 3-4 aggressive stops may temporarily reduce or eliminate most brake squeal. If the noise persists, a brake dampening compound may be applied to the back of each pad. Use Permatex Disc Brake Quiet # 126HB or equivalent. Also, clean and lube all metal-to-metal contact areas between pads, pad guides, caliper and knuckles with a thin layer of high temperature silicone grease. This allows parts to slide freely and not vibrate when moving relative to each other. Rotor Grooving Excessive grooving can be caused by foreign material in contact with the rotor, but most often rotor grooving is the result of normal brake wear. DO NOT RESURFACE ROTORS FOR LIGHT GROOVING. Resurface rotors only when grooves of 1.5 mm (0.060 in.) or deeper are present. A dime may be used to determine disc brake groove depth. Place a dime in the groove, with Roosevelt's head toward the groove. If the dime goes into the groove beyond the top of his head, the groove exceeds 1.5 mm (0.060 in.) and the rotor should be serviced. (In Canada, if any portion of the letters of "In Canada" are covered, the rotor should serviced.) It the groove is too narrow for the dime to be inserted, it is not a cause for concern. High Pedal Effort Follow Service Manual diagnostic procedures for this condition. Service rotors if they have been recently resurfaced. (The surface finish may be out-of-specification). Lightly Rusted Rotors Light surface rust on rotor braking surfaces is often cosmetic and can be eliminated during a few normal driving stops. Rusting may occur when a vehicle is not driven for extended periods. Rotors with surface rust on unsold new cars can usually be burnished clean by performing 15 moderate stops from 62-75 km/h (35-40 mph) with cooling time between stops. Facts About Brake Service ^ Original equipment rotor surfaces are ground to ensure smooth finish and parallelism between mounting and friction surfaces. New rotors should not be resurfaced before installation. ^ Improper tightening of wheel nuts can induce lateral runout (distortion of braking surfaces) which will lead to uneven wear. As high spots are worn down, resulting thickness variation will cause brake pulsation. ^ Ensure wheel bearing flange is clean and free of corrosion before installing new rotors. A new essential tool (Kent Moore tool J 42450) will soon be sent to all dealers. This tool makes it easier to clean corrosion around the wheel studs. ^ Always mark the position of rotor on the hub before removal, and reinstall the rotor in the same position. ^ Rotors with perceived hard spots or discoloration should not be serviced. These conditions are normal. ^ Installation of new rotors does not require pad replacement. Do NOT replace pads unless their condition requires it. ^ It is NOT necessary to replace rotors in pairs. Rotors may be serviced individually. ^ A TORQUE LIMITING SOCKET OR TORQUE WRENCH MUST BE USED to insure that the wheel nuts are tightened to specification. This should be done in 3 steps using the star pattern. 1. Snug the nuts down by hand. 2. Using the star pattern and a torque limiting socket or torque wrench, tighten the wheel nuts to about half the final torque. 3. Tighten the wheel nuts to specification using the star pattern and a torque limiting socket or torque wrench. ^ NEVER use lubricants or penetrating fluids on wheel studs, nuts, or mounting surfaces. Wheel nuts, studs, and mounting surfaces must be clean and dry. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Technical Service Bulletins > Page 4626 Brake Rotor/Disc: Specifications Front Rotor Front Rotor Nominal Thickness 0.806 in Minimum Refinish Thickness 0.751 in Thickness Variation (Parallelism) 0.0005 in Lateral Runout (T.I.R.) 0.003 in Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component Information > Technical Service Bulletins > Page 4627 Brake Rotor/Disc: Service and Repair 1. Raise and support vehicle, then remove tire and wheel assembly. 2. Remove caliper assembly from rotor as described in Caliper Service. Refer to Brake Caliper/Service and Repair 3. Remove caliper assembly mounting bracket attaching bolts, then the mounting bracket. 4. Remove rotor from hub and bearing assembly. 5. Reverse procedure to install. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Drum Brake System > Backing Plate > Component Information > Technical Service Bulletins > Customer Interest for Backing Plate: > 00-05-24-001 > Apr > 00 > Rear Drum Brakes - Sticking/Won't Release Backing Plate: Customer Interest Rear Drum Brakes - Sticking/Won't Release File in Section: 05 - Brakes Bulletin No.: 00-05-24-001 Date: April, 2000 TECHNICAL Subject: Snow Intrusion Into Rear Drum Brake Assemblies Models: 1985-87 Buick Somerset 1985-89 Buick Skyhawk 1985-98 Buick Skylark 1985-88 Cadillac Cimarron 1985-2000 Chevrolet Cavalier 1985-88 Oldsmobile Firenza 1985-91 Oldsmobile Cutlass Calais 1992-98 Oldsmobile Achieva 1985-94 Pontiac Sunbird 1985-98 Pontiac Grand Am 1995-2000 Pontiac Sunfire Condition: Some customers may comment that after operating their vehicle in snow and then parking the vehicle for an extended period, the rear brakes appear to remain applied. Cause: On rare occasions, light powdery snow may enter one or both of the vehicle's rear drum brake assemblies. If the vehicle is parked prior to the snow melt (water) being expelled, this may result in the rear brake shoe(s) adhering/freezing to the brake drum(s). Normally, the brake shoe(s) will break free of the drum upon placing the vehicle in gear. However, cases have been noted where vehicle movement has been restricted until the brake assemblies have had an opportunity to thaw. Correction: Replace existing rear brake backing plates with new backing plates, P/N 18015841. Refer to the Drum Brakes sub-section in the Service Manual for replacement procedures. Parts Information Parts are expected to be available from GMSPO, April 10, 2000. Warranty Information For vehicles repaired under warranty, use as shown. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Drum Brake System > Backing Plate > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Backing Plate: > 00-05-24-001 > Apr > 00 > Rear Drum Brakes - Sticking/Won't Release Backing Plate: All Technical Service Bulletins Rear Drum Brakes - Sticking/Won't Release File in Section: 05 - Brakes Bulletin No.: 00-05-24-001 Date: April, 2000 TECHNICAL Subject: Snow Intrusion Into Rear Drum Brake Assemblies Models: 1985-87 Buick Somerset 1985-89 Buick Skyhawk 1985-98 Buick Skylark 1985-88 Cadillac Cimarron 1985-2000 Chevrolet Cavalier 1985-88 Oldsmobile Firenza 1985-91 Oldsmobile Cutlass Calais 1992-98 Oldsmobile Achieva 1985-94 Pontiac Sunbird 1985-98 Pontiac Grand Am 1995-2000 Pontiac Sunfire Condition: Some customers may comment that after operating their vehicle in snow and then parking the vehicle for an extended period, the rear brakes appear to remain applied. Cause: On rare occasions, light powdery snow may enter one or both of the vehicle's rear drum brake assemblies. If the vehicle is parked prior to the snow melt (water) being expelled, this may result in the rear brake shoe(s) adhering/freezing to the brake drum(s). Normally, the brake shoe(s) will break free of the drum upon placing the vehicle in gear. However, cases have been noted where vehicle movement has been restricted until the brake assemblies have had an opportunity to thaw. Correction: Replace existing rear brake backing plates with new backing plates, P/N 18015841. Refer to the Drum Brakes sub-section in the Service Manual for replacement procedures. Parts Information Parts are expected to be available from GMSPO, April 10, 2000. Warranty Information For vehicles repaired under warranty, use as shown. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Drum Brake System > Backing Plate > Component Information > Technical Service Bulletins > Page 4642 Backing Plate: Testing and Inspection Inspect backing plate shoe contact surface for grooves that may restrict shoe movement and cannot be removed by lightly sanding with emery cloth or other suitable abrasive. If backing plate exhibits above condition, it should be replaced. Also inspect for signs of cracks, warpage and excessive rust, indicating need for replacement. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Drum Brake System > Brake Drum > Component Information > Specifications > Drum Brake Specifications Brake Drum: Specifications Drum Diameter 7.874-7.890 in Maximum Diameter 7.899 in Discard Diameter 7.929 in Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Drum Brake System > Brake Drum > Component Information > Specifications > Drum Brake Specifications > Page 4647 Brake Drum: Specifications Brake Hose To Caliper 32 ft.lb Caliper Bleeder Screw 9 ft.lb Caliper Mounting Bolts 38 ft.lb Master Cylinder To Booster 20 ft.lb Wheel Cylinder Bleeder Screw 5 ft.lb Wheel Cylinder Line Fitting 18 ft.lb Wheel Cylinder To Backing Plate 15 ft.lb Wheel Lug Nuts 100 ft.lb Wheel Speed Sensor Mounting Bolts 5 ft.lb Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Drum Brake System > Brake Drum > Component Information > Specifications > Page 4648 Brake Drum: Testing and Inspection Any time the brake drums are removed for brake service, the braking surface diameter should be checked with a suitable brake drum micrometer at several points to determine if they are within the safe oversize limit stamped on the brake drum outer surface. If the braking surface diameter exceeds specifications, the drum must be replaced. If the braking surface diameter is within specifications, drums should be cleaned and inspected for cracks, scores, deep grooves, taper, out of round and heat spotting. If drums are cracked or heat spotted, they must be replaced. Minor scores should be removed with sandpaper. Grooves and large scores can only be removed by machining with special equipment, as long as the braking surface is within specifications stamped on brake drum outer surface. Any brake drum sufficiently out of round to cause vehicle vibration or noise while braking or showing taper should also be machined, removing only enough stock to true up the brake drum. After a brake drum is machined, wipe the braking surface diameter with a denatured alcohol soaked cloth. If one brake drum is machined, the other should also be machined to the same diameter to maintain equal braking forces. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Drum Brake System > Brake Drum > Component Information > Specifications > Page 4649 Brake Drum: Service and Repair Fig. 1 Drum Brake Assembly. Type 1. REMOVAL 1. Raise and support rear of vehicle, then remove tire and wheel assembly. 2. Remove brake drum. If brake lining is dragging on brake drum, back off brake adjustment by rotating. adjustment screw. Refer to individual car chapter for procedure. If brake drum is rusted or corroded to axle flange and cannot be removed, lightly tap axle flange to drum mounting surface with a suitable hammer. 3. Using brake spring pliers or equivalent, unhook primary and secondary return springs, Fig. 1. Observe location of brake parts being removed to aid during installation. 4. Remove brake hold-down springs with suitable tool. 5. Lift actuating lever, then unhook actuating link from anchor pin and remove. 6. Remove actuating lever(s) and return spring. 7. Spread shoes apart and remove parking brake strut and spring. 8. Disconnect parking brake cable from lever, then remove brake shoes from backing plate. 9. Separate brake shoes by removing adjusting screw and spring, then unhook parking brake lever from shoe assembly. 10. Clean dirt from brake drum, backing plate and all other components. Do not use compressed air or dry brush to clean brake parts. Many brake parts contain asbestos fibers which, if inhaled, can cause serious injury. Clean brake parts with a water soaked rag or a suitable vacuum cleaner to minimize airborne dust. INSTALLATION 1. Lubricate parking brake lever fulcrum with suitable brake lube, then attach lever to brake shoe. Ensure lever operates smoothly. 2. Connect brake shoes with adjusting screw spring, then position adjusting screw. Ensure adjusting screw star wheel does not contact adjusting screw spring after installation and also ensure righthand thread adjusting screw is installed on left side of vehicle and lefthand thread adjusting screw is installed on right side of vehicle. When brake shoe installation is completed, ensure starwheel lines up with adjusting hole in backing plate Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Drum Brake System > Brake Drum > Component Information > Specifications > Page 4650 . 3. Lightly lubricate backing plate shoe contact surfaces with suitable brake lube, then the area where parking brake cable contacts backing plate. 4. Install brake shoes on backing plate while engaging wheel cylinder links (if equipped) with shoe webbing. Connect parking brake cable to parking brake lever. The primary shoe (short lining) faces towards front of vehicle. 5. Install actuating levers, actuating link and return spring, Fig. 1. 6. Install hold-down springs with suitable tool. 7. Install primary and secondary shoe return springs using brake spring pliers or equivalent. 8. Using suitable brake drum to shoe gauge, measure brake drum inside diameter. Adjust brake shoes to dimension obtained on outside portion of gauge. 9. Install brake drum, wheel and tire assembly. 10. If any hydraulic connections have been opened, bleed brake system. 11. Adjust parking brake. Refer to individual car chapters for procedures. 12. Inspect all hydraulic lines and connections for leakage and repair as necessary. 13. Check master cylinder fluid level and replenish as necessary. 14. Check brake pedal for proper feel and return. 15. Lower vehicle and road test. Do not severely apply brakes immediately after installation of new brake linings or permanent damage may occur to linings, and/or brake drums may become scored. Brakes must be used moderately during first several hundred miles of operation to ensure proper burnishing of linings. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Drum Brake System > Brake Shoe > Component Information > Testing and Inspection Brake Shoe: Testing and Inspection INSPECTION Inspect brake linings for excessive wear, damage, oil, grease or brake fluid contamination. If any of the above conditions exists, brake linings should be replaced. Do not attempt to replace only one set of brake shoes; they should be replaced as an axle set only to maintain equal braking forces. Examine brake shoe webbing, hold-down and return springs for signs of overheating indicated by a slight blue color. If any component exhibits overheating signs, replace hold-down and return springs with new ones. Overheated springs lose their pull and could cause brake linings to wear out prematurely. Inspect all springs for sags, bends and external damage and replace as necessary. Inspect hold-down retainers and pins for bends, rust and corrosion. If any of the above is found, replace as required. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Drum Brake System > Brake Shoe > Component Information > Adjustments > Service Brake Adjustment Brake Shoe: Adjustments Service Brake Adjustment Fig. 4 Inside Diameter Of Brake Drum Measurement. Fig. 5 Outside Diameter Of Brake Shoes Measurement. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Drum Brake System > Brake Shoe > Component Information > Adjustments > Service Brake Adjustment > Page 4656 Fig. 6 Backing Off Brake Shoe Adjustment. In as much as there is no way to adjust these brakes with the drums installed, the following procedure is mandatory after new linings are installed, or it becomes necessary to change the length of the brake shoe adjusting screw. 1. With brake drums removed, position the caliper shown in Fig. 4, to the inside diameter of the drum, then tighten the clamp screw. 2. Next position brake shoe end of the caliper tool over the brake shoes as shown in Fig. 5. 3. Rotate the gauge slightly around the shoes to ensure the gauge contacts the linings at the largest diameter. 4. Adjust brake shoes until the gauge is a snug fit on the linings at the point of largest lining diameter. If it is necessary to back off the brake shoe adjustment, it will be necessary to hold the adjuster lever away from the adjuster screw, Fig. 6. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Drum Brake System > Brake Shoe > Component Information > Adjustments > Service Brake Adjustment > Page 4657 Brake Shoe: Adjustments Brake Adjustments These brakes have self-adjusting shoe mechanisms that ensure correct lining-to-drum clearances at all times. The automatic adjusters operate only when the brakes are applied as the car is moving rearward. Although the brakes are self-adjusting, an initial adjustment is necessary after the brake shoes have been relined or replaced, or when the length of the adjusting screw has been changed during some other service operation. Frequent usage of an automatic transmission forward range to halt reverse vehicle motion may prevent the automatic adjusters from functioning, thereby inducing low pedal heights. Should low pedal heights be encountered, it is recommended that numerous forward and reverse stops be made until satisfactory pedal height is obtained. If a low pedal condition cannot be corrected by making numerous reverse stops (provided the hydraulic system is free of air) it indicates that the self-adjusting mechanism is not functioning. Therefore, it will be necessary to remove the brake drum, clean, free up and lubricate the adjusting mechanism. Then adjust the brakes as follows, being sure the parking brake is fully released. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Drum Brake System > Brake Shoe > Component Information > Adjustments > Page 4658 Brake Shoe: Service and Repair Fig. 1 Drum Brake Assembly. Type 1. REMOVAL 1. Raise and support rear of vehicle, then remove tire and wheel assembly. 2. Remove brake drum. If brake lining is dragging on brake drum, back off brake adjustment by rotating. adjustment screw. Refer to individual car chapter for procedure. If brake drum is rusted or corroded to axle flange and cannot be removed, lightly tap axle flange to drum mounting surface with a suitable hammer. 3. Using brake spring pliers or equivalent, unhook primary and secondary return springs, Fig. 1. Observe location of brake parts being removed to aid during installation. 4. Remove brake hold-down springs with suitable tool. 5. Lift actuating lever, then unhook actuating link from anchor pin and remove. 6. Remove actuating lever(s) and return spring. 7. Spread shoes apart and remove parking brake strut and spring. 8. Disconnect parking brake cable from lever, then remove brake shoes from backing plate. 9. Separate brake shoes by removing adjusting screw and spring, then unhook parking brake lever from shoe assembly. 10. Clean dirt from brake drum, backing plate and all other components. Do not use compressed air or dry brush to clean brake parts. Many brake parts contain asbestos fibers which, if inhaled, can cause serious injury. Clean brake parts with a water soaked rag or a suitable vacuum cleaner to minimize airborne dust. INSTALLATION 1. Lubricate parking brake lever fulcrum with suitable brake lube, then attach lever to brake shoe. Ensure lever operates smoothly. 2. Connect brake shoes with adjusting screw spring, then position adjusting screw. Ensure adjusting screw star wheel does not contact adjusting screw spring after installation and also ensure righthand thread adjusting screw is installed on left side of vehicle and lefthand thread adjusting screw is installed on right side of vehicle. When brake shoe installation is completed, ensure starwheel lines up with adjusting hole in backing plate Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Drum Brake System > Brake Shoe > Component Information > Adjustments > Page 4659 . 3. Lightly lubricate backing plate shoe contact surfaces with suitable brake lube, then the area where parking brake cable contacts backing plate. 4. Install brake shoes on backing plate while engaging wheel cylinder links (if equipped) with shoe webbing. Connect parking brake cable to parking brake lever. The primary shoe (short lining) faces towards front of vehicle. 5. Install actuating levers, actuating link and return spring, Fig. 1. 6. Install hold-down springs with suitable tool. 7. Install primary and secondary shoe return springs using brake spring pliers or equivalent. 8. Using suitable brake drum to shoe gauge, measure brake drum inside diameter. Adjust brake shoes to dimension obtained on outside portion of gauge. 9. Install brake drum, wheel and tire assembly. 10. If any hydraulic connections have been opened, bleed brake system. 11. Adjust parking brake. Refer to individual car chapters for procedures. 12. Inspect all hydraulic lines and connections for leakage and repair as necessary. 13. Check master cylinder fluid level and replenish as necessary. 14. Check brake pedal for proper feel and return. 15. Lower vehicle and road test. Do not severely apply brakes immediately after installation of new brake linings or permanent damage may occur to linings, and/or brake drums may become scored. Brakes must be used moderately during first several hundred miles of operation to ensure proper burnishing of linings. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Drum Brake System > Wheel Cylinder > Component Information > Technical Service Bulletins > Brakes - Wheel Cylinder Inspection Guidelines Wheel Cylinder: Technical Service Bulletins Brakes - Wheel Cylinder Inspection Guidelines Bulletin No.: 03-05-24-001A Date: March 21, 2005 INFORMATION Subject: Service Information Regarding Rear Brake Drum Wheel Cylinder Inspections Models: 2005 and Prior GM Passenger Cars and Trucks 2005 and Prior Saturn Vehicles with Rear Drum Brakes Supercede: This bulletin is being revised add model years and include all GM vehicles. Please discard Corporate Bulletin Number 03-05-24-001 (Section 03 - Suspension). This bulletin provides information on proper inspection of rear drum brake wheel cylinders. Important: It is not recommended that dust boots be removed during inspection processes as dirt and debris could contaminate the wheel cylinder bore causing premature wear of the wheel cylinder. In addition, most bores should look damp and some lubricant may drip out from under the boot as a result of lubricant being present. All rear drum brake wheel cylinders are assembled with a lubricant to aid in assembly, provide an anti-corrosion coating to the cylinder bore, and lubricate internal rubber components. As a result of this lubrication process, it is not uncommon for some amount of lubricant to accumulate at the ends of the cylinder under the dust boot. Over time, the lubricant may work its way to the outside of the boot and cause an area of the boot to look damp. Evidence of a damp area on the boot does not indicate a leak in the cylinder. However, if there is excessive wetness (i.e. drips) coming from the boot area of the wheel cylinder, it could indicate a brake hydraulic fluid leak requiring wheel cylinder replacement. (Refer to the Wheel Cylinder Replacement procedures in the appropriate Service Manual.) Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Drum Brake System > Wheel Cylinder > Component Information > Specifications > Bore Dimensions Wheel Cylinder: Specifications Wheel Cylinder Bore Diameter 0.625 in Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Drum Brake System > Wheel Cylinder > Component Information > Specifications > Bore Dimensions > Page 4666 Wheel Cylinder: Specifications Wheel Cylinder Bleeder Screw 5 ft.lb Wheel Cylinder Line Fitting 18 ft.lb Wheel Cylinder To Backing Plate 15 ft.lb Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Drum Brake System > Wheel Cylinder > Component Information > Specifications > Page 4667 Wheel Cylinder: Service and Repair Fig. 33 Exploded View Of Wheel Cylinder 1. Raise and support vehicle. 2. Remove wheel, drum and brake shoes. 3. Disconnect hydraulic line at wheel cylinder. Do not pull metal line away from cylinder, as this may kink or bend line. Line will separate from cylinder when cylinder is moved away from brake backing plate. 4. Remove wheel cylinder-to-brake plate attaching screws, then the wheel cylinder. 5. Remove boots, pistons, springs and cups from cylinder, Fig. 33. 6. Clean all parts with brake fluid. 7. Inspect cylinder bore. A scored bore may be honed as long as the diameter is not increased by more than .005 inch. Replace worn or damaged parts as necessary. 8. Ensure hands are clean before proceeding with assembly. Lubricate cylinder wall and rubber cups with brake fluid, then install springs, cups, pistons and boots in housing. 9. Wipe end of hydraulic line to remove any foreign matter, then place wheel cylinder in position. Enter tubing into cylinder and start threads on fitting. 10. Secure cylinder to backing plate, then complete tightening of tubing fitting. 11. Install brake shoes, drum and wheel. 12. Bleed system as outlined previously, then adjust brakes. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Bleeding > System Information > Service and Repair > With ABS System Brake Bleeding: Service and Repair With ABS System Manual Bleeding 1. Remove master cylinder reservoir cover, then fill reservoir as necessary. 2. Attach one end of a clear plastic hose to rear bleeder valve of the brake control assembly, then put opposite end of the hose into a clean container. 3. While depressing brake pedal, slowly open bleeder valve, until fluid begins to flow. 4. Close valve and release brake pedal, then repeat procedure for front bleeder valve. 5. Ensure master cylinder is full, then raise and support vehicle. 6. Bleed wheel cylinders and calipers using the following sequence: a. Right rear. b. Left rear. c. Right front. d. Left front. 7. Lower vehicle and check fluid level in reservoir, fill as necessary. 8. Turn on ignition and note pedal travel and feel as follows: a. If pedal feels firm and constant, start the engine and recheck pedal travel. If pedal still feels firm and constant, continue procedure. b. If pedal feels soft or has excessive travel either initially or after engine is started, repeat bleeding procedure. 9. Road test vehicle, make several normal stops from a moderate speed, then make one or two ABS stops at approximately 50 mph. 10. Ensure pedal is still firm and constant. Pressure Bleeding NOTE: To prevent air, moisture and other contaminants from entering system, only diaphragm type pressure bleeding equipment should be used. 1. Attach bleeder adapter tool No. J35589, or equivalent, to master cylinder reservoir, then the adapter tool to the pressure bleeder. 2. Connect a clear plastic hose to the front bleeder valve on the control assembly, then put opposite end of the hose into a clean container partially filled with brake fluid. 3. Set pressure bleeder to 5-10 psi and wait for approximately 30 seconds to ensure there is no leakage. 4. Set pressure bleed equipment to 30-35 psi. 5. Slowly open bleeder valve and allow fluid to flow into container until no air bubbles are seen in fluid, then close the bleeder valve and torque to 65 inch lbs. 6. Attach bleeder hose to rear bleeder valve of the control assembly and repeat preceding step. 7. Position a cloth under hydraulic brake pipe connections. 8. Working from front of the control assembly to the rear, slowly turn each pipe nut and check for air in escaping fluid. 9. When air flow ceases, torque pipe nut to 13 ft. lbs. 10. Raise and support vehicle, then bleed wheel cylinders and calipers using the following sequence: a. Right rear. b. Left rear. c. Right front. d. Left front. 11. Lower vehicle and remove bleeder adapter tool from master cylinder. 12. Check fluid level in reservoir, fill as necessary. 13. Turn ignition switch to On position and note pedal travel and feel as follows: a. If pedal feels firm and constant, start the engine and recheck pedal travel. If pedal still feels firm and constant, continue procedure. b. If pedal feels soft or has excessive travel either initially or after engine is started, repeat bleeding procedure. 14. Road test vehicle, make several normal stops from a moderate speed, then make one or two ABS stops at approximately 50 mph. 15. Ensure pedal is still firm and constant. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Bleeding > System Information > Service and Repair > With ABS System > Page 4673 Brake Bleeding: Service and Repair Without ABS System Manual Fig. 210 Brake System Manual Bleed. NOTE: Pressure bleeding is recommended for all hydraulic systems. However, if a pressure bleeder is unavailable, use the following procedure. Brake fluid damages painted surfaces. Immediately clean any spilled fluid. 1. Remove vacuum reserve by pumping brakes several times with engine off. 2. Fill master cylinder reservoir with clean brake fluid. Check fluid level often during bleeding procedure; do not let reservoir fall below half full. 3. If necessary, bleed master cylinder as follows: a. Disconnect master cylinder forward brake line connection until fluid flows from reservoir. Reconnect and tighten brake line. b. Instruct an assistant to slowly depress brake pedal one time and hold. c. Crack open front brake line connection again, purging air from cylinder. d. Retighten connection and slowly release brake pedal. e. Wait 15 seconds, then repeat until all air is purged. f. Bleed the rearward (nearest the cowl) brake line connection by repeating steps a through e. 4. Loosen, then slightly retighten bleeder valves at all four wheels. Repair any broken, stripped or frozen valves at this time. 5. Proceed to appropriate wheel first and follow set sequence according to Wheel Bleeding Sequence. 6. Place transparent tube over bleeder valve, then allow tube to hang down into transparent container, Fig. 16. Ensure end of tube is submerged in clean brake fluid. 7. Instruct an assistant to slowly depress brake pedal one time and hold. 8. Crack open bleeder valve, purging air from cylinder. Retighten bleeder screw and slowly release pedal. 9. Wait 15 seconds, then repeat steps 7 and 8. Repeat these steps until all air is bled from system. Pressure Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Bleeding > System Information > Service and Repair > With ABS System > Page 4674 Fig. 21 Installing Pressure Bleeder Adapter Fig. 210 Brake System Manual Bleed. 1. Loosen, then slightly retighten bleeder valves at all four wheels. Repair any broken, stripped or frozen valves at this time. 2. Using a diaphragm type pressure bleeder, install suitable bleeder adapter to master cylinder, Fig. 17. 3. Charge bleeder ball to 20-25 psi. 4. Connect pressure bleeder line to adapter. 5. Open line valve on pressure bleeder, then depress bleed-off valve on adapter until a small amount of brake fluid is released. 6. Raise and support vehicle. 7. Proceed to appropriate wheel first and follow set sequence according to Wheel Bleeding Sequence. 8. Place transparent tube over bleeder valve, then allow tube to hang down into transparent container, Fig. 16. Ensure end of tube is submerged in clean brake fluid. 9. Open bleeder valve 1/2 to 3/4 turn and allow fluid to flow into container until all air is purged from line. Front Disc Brakes NOTE: Pressure bleeding is recommended for all hydraulic disc brake systems. The disc brake hydraulic system can be bled manually or with pressure bleeding equipment. On vehicles with disc brakes the brake pedal will require more pumping and frequent checking of fluid level in master cylinder during bleeding operation. Never use brake fluid that has been drained from hydraulic system when bleeding the brakes. Be sure the disc brake pistons are returned to their normal positions and that the shoe and lining assemblies are properly seated. Before driving the vehicle, check brake operation to be sure that a firm Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Bleeding > System Information > Service and Repair > With ABS System > Page 4675 pedal has been obtained. Wheel Bleeding Sequence Rear wheel drive models: if manual bleeding, RR-LR-RF-LF; if pressure bleeding, bleed front brakes together and rear brakes together. Front wheel drive models: RR-LF-LR-RF Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component Information > Specifications > Bore Diameter Brake Caliper: Specifications Front Caliper Bore Diameter 2.244 in Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component Information > Specifications > Bore Diameter > Page 4680 Brake Caliper: Specifications Tightening Specifications Brake Hose to Caliper ......................................................................................................................... .................................................... 44 Nm (32 ft. lbs.) Caliper Bleed Screw ......................................... .......................................................................................................................................... 12 Nm (9 ft. lbs.) Caliper Mounting Bolts ................................................................................................................. ........................................................... 52 Nm (38 ft. lbs.) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component Information > Service and Repair > Removal/Installation Brake Caliper: Service and Repair Removal/Installation Fig. 8 Piston Compressing W/Pliers. Fig. 9 Caliper Mounting Bolts Replacement. REMOVAL 1. Remove approximately 2/3 of brake fluid from master cylinder. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component Information > Service and Repair > Removal/Installation > Page 4683 2. Raise and support front of vehicle, then remove wheel and tire assembly. 3. Position suitable pliers over inboard pad and housing as shown in Fig. 8, and squeeze pliers to compress caliper piston. 4. If caliper assembly is being removed for service, remove inlet fitting attaching bolt, copper washer, and inlet fitting from caliper housing. Plug opening in inlet fitting to prevent fluid loss and contamination. Do not crimp brake hose, as this may damage internal structure of hose. If only shoe and lining assemblies are to be replaced, do not disconnect brake line fitting from caliper. 5. Remove Allen head caliper mounting bolts, Fig. 9. If bolts show signs of corrosion, use new bolts when installing caliper assembly. 6. Remove caliper assembly from disc. If only shoe and lining assemblies are to be replaced, using a length of wire suspend caliper from spring coil. Never allow caliper to hang from brake hose. Fig. 9 Caliper Mounting Bolts Replacement. Fig. 13 Caliper & Stops Clearance Inspection. CALIPER INSTALLATION 1. Position caliper assembly over disc and align mounting bolt holes. If brake hoses were not disconnected during removal, use care not to kink hoses during installation. 2. Install mounting bolts and tighten to specifications, Fig. 9. 3. Check dimensions between each caliper stop and caliper, Fig. 13. If necessary remove caliper and file ends of bracket to provide proper clearance. 4. If brake hose fitting was disconnected during removal, install brake hose fitting. 5. Fill master cylinder. Bleed brake system if brake line was disconnected and recheck master cylinder fluid level. 6. Install wheel and tire assembly on vehicle, then lower vehicle and check brake system operation. Before moving vehicle, pump brake pedal several times to be sure it is firm. Do not move vehicle until a firm pedal is obtained. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component Information > Service and Repair > Removal/Installation > Page 4684 Brake Caliper: Service and Repair Disassemble/Assemble Fig. 10 Caliper Piston Removal. Fig. 11 Dust Boot Removal. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component Information > Service and Repair > Removal/Installation > Page 4685 Fig. 12 Dust Boot Installation In Caliper. REMOVAL 1. Remove approximately 2/3 of brake fluid from master cylinder. 2. Raise and support front of vehicle, then remove wheel and tire assembly. 3. Position suitable pliers over inboard pad and housing as shown in Fig. 8, and squeeze pliers to compress caliper piston. 4. If caliper assembly is being removed for service, remove inlet fitting attaching bolt, copper washer, and inlet fitting from caliper housing. Plug opening in inlet fitting to prevent fluid loss and contamination. Do not crimp brake hose, as this may damage internal structure of hose. If only shoe and lining assemblies are to be replaced, do not disconnect brake line fitting from caliper. 5. Remove Allen head caliper mounting bolts, Fig. 9. If bolts show signs of corrosion, use new bolts when installing caliper assembly. 6. Remove caliper assembly from disc. If only shoe and lining assemblies are to be replaced, using a length of wire suspend caliper from spring coil. Never allow caliper to hang from brake hose. DISASSEMBLE 1. Clean outside of caliper, then drain brake fluid from caliper. 2. Use clean shop towels to pad interior of caliper assembly, then remove piston by directing compressed air into caliper brake hose inlet hole, Fig. 10. Use just enough air pressure to ease piston out of bore. Do not place fingers in front of piston for any reason when applying compressed air. This could result in serious personal injury. 3. Using a screwdriver, remove dust boot from caliper bore, Fig. 11. 4. Using a small piece of wood or plastic, remove piston seal from bore. Do not use a metal tool of any kind to remove seal as it may damage bore. 5. Remove bleeder valve. 6. Inspect piston for scoring, nicks, corrosion, and wear and replace as needed. 7. Inspect caliper housing and seal groove for corrosion, nicks, scoring and excessive wear, and use crocus cloth to polish away corrosion from housing bore. Replace caliper housing if corrosion in and around seal groove will not clean up with crocus cloth. 8. Clean all parts with denatured alcohol. Dry with unlubricated compressed air. Blow out all passages in housing and bleeder valve. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Fluid > Component Information > Technical Service Bulletins > Brake Fluid - Level & Filling Recommendations Brake Fluid: Technical Service Bulletins Brake Fluid - Level & Filling Recommendations File In Section: 05 - Brakes Bulletin No.: 00-05-22-004 Date: May, 2000 INFORMATION Subject: Brake Fluid Level and Filling Recommendations Models: 2001 and Prior Passenger Cars and Trucks Many dealers and after-market repair shops advertise multi-point fluid "top-ups" in conjunction with oil changes or regular maintenance packages. These offers often include adding brake fluid to the master cylinder reservoir. There are only two reasons why the brake fluid level in the brake reservoir might go down. The first is that the brake fluid level goes down an acceptable level during normal brake lining wear. When the linings are replaced, the fluid will return to it's original level. The second possible reason for a low fluid level is that fluid is leaking out of the brake system. If fluid is leaking, the brake system requires repair and adding additional fluid will not correct the leak. If the system was properly filled during delivery of the vehicle, no additional fluid should be required under most circumstances between brake pad and/or shoe replacements. This information can be reinforced with the customer by referring them to the Brake Fluid section of their vehicle's Owner's Manual. Guidelines GM vehicles have incorporated a variety of brake fluid reservoir styles. The following guidelines are restricted to the plastic bodied fluid reservoirs and do not affect the original service recommendations for the older style metal bodied units. You may encounter both black plastic and translucent style reservoirs. You may have reservoirs with: ^ A MAX fill mark only ^ A MIN fill mark only ^ Both MAX and MIN marks The translucent style reservoirs do not have to have the covers removed in order to view the fluid level. It is a good practice not to remove the reservoir cover unless necessary to reduce the possibility of contaminating the system. Use the following guidelines to assist in determining the proper fluid level. Important: When adding brake fluid, use Delco Supreme II(R) Brake Fluid, GM P/N 12377967 or equivalent brand bearing the DOT-3 rating only. Important: At no time should the fluid level be allowed to remain in an overfilled condition. Overfilling the brake reservoir may put unnecessary stress on the seals and cover of the reservoir. Use the following guidelines to properly maintain the fluid level. If the reservoir is overfilled, siphon out the additional fluid to comply with the guidelines below. Important: If under any circumstance the brake fluid level is extremely low in the reservoir or the BRAKE warning indicator is illuminated, the brake system should be checked for leaks and the system repaired in addition to bringing the fluid level up to the recommended guidelines outlined below. A leaking brake system will have reduced braking performance and will eventually not work at all. Important: Some vehicles have reservoirs that are very sensitive to brake fluid levels and may cause the BRAKE indicator to flicker on turns as the fluid approaches the minimum required level. If you encounter a vehicle with this concern, increase the fluid level staying within the guidelines outlined below. ^ If the reservoir has a MAX level indicator, the reservoir should be returned to the MAX marking only at the time new brake pads and/or shoes are installed. If the reservoir fluid level is at the half-way point or above do not attempt to add additional brake fluid during routine fluid checks. ^ If the reservoir has both MAX and MIN indicators, the fluid level should be maintained above the MIN indicator during routine fluid checks and returned to the MAX indication only after new brake pads and/or shoes are installed. ^ For reservoirs with only a MIN indication, the fluid level should be maintained above the MIN indicator during routine fluid checks. Return the Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Fluid > Component Information > Technical Service Bulletins > Brake Fluid - Level & Filling Recommendations > Page 4690 reservoir fluid level to full only after installing new brake pads and/or shoes. A full reservoir is indicated on translucent, snap cover reservoirs by a fluid level even with the top level of the view window imprinted into the side of the reservoir. On screw top models in black or translucent plastic, the full level is just below the bottom of the filler neck. Parts Information Part Number Description 12377967 Brake Fluid Parts are currently available from GMSPO. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Fluid > Component Information > Technical Service Bulletins > Page 4691 Brake Fluid: Specifications Brake System DOT 3 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Fluid Level Sensor/Switch > Component Information > Locations LH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Fluid Level Sensor/Switch > Component Information > Locations > Page 4695 Brake Fluid Level Sensor/Switch: Description and Operation OPERATION This sensor mounted on the master cylinder will activate the Brake Warning lamp if a low brake fluid level is detected. The lamp will turn off once the fluid level is corrected. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Fluid Pressure Sensor/Switch > Component Information > Description and Operation Brake Fluid Pressure Sensor/Switch: Description and Operation Fig. 3 Pressure Differential Valve & Brake Warning Lamp Switch. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Fluid Pressure Sensor/Switch > Component Information > Description and Operation > Page 4699 Fig. 4 Dual Master Cylinder W/Built In Warning Lamp Switch. DESCRIPTION In Fig. 3, as pressure falls in one system, the other system's normal pressure forces the piston to the inoperative side, contacting the switch terminal, causing the warning lamp on the instrument panel to glow. In Fig. 4 shows the switch mounted directly in the master cylinder assembly. Whenever there is a specified differential pressure, the switch piston will activate the brake failure warning switch and cause the brake warning lamp to glow. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Proportioning/Combination Valve > Component Information > Description and Operation > Brake Distribution Valve & Switch Brake Proportioning/Combination Valve: Description and Operation Brake Distribution Valve & Switch Fig. 12 Distribution Switch. Diagonally Split Brake System Fig. 16 Brake Distribution Switch. Normal Fig. 16 Brake Distribution Switch. Normal DESCRIPTION This switch assembly, Fig. 12. is used on some diagonally split brake systems and Corvette four wheel disc brake systems. It is connected to the outlet ports of the master cylinder and to the brake warning lamp and warns the driver if either the primary or secondary brake system has failed. OPERATION When hydraulic pressure is equal in both primary and secondary brake systems, the switch remains centered, Fig. 13. If pressure fails in one of the systems, the piston moves toward the inoperative side, Fig. 14. The shoulder of the piston contacts the switch terminal, providing a ground and lighting the warning lamp. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Proportioning/Combination Valve > Component Information > Description and Operation > Brake Distribution Valve & Switch > Page 4704 Brake Proportioning/Combination Valve: Description and Operation Combination Valve Combination Valve Fig. 5 Combination Valve DESCRIPTION The combination valve, Fig. 5 is a metering valve, failure warning switch, and a proportioner in one assembly and is used on disc brake applications. OPERATION The metering valve delays front disc braking until the rear drum brake shoes contact the drum. The failure warning switch is actuated in event of front or rear brake system failure, in turn activating a dash warning lamp. The proportioner balances front to rear braking action during rapid deceleration. Metering Valve Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Proportioning/Combination Valve > Component Information > Description and Operation > Brake Distribution Valve & Switch > Page 4705 Fig. 6 Metering Valve. Initial Braking Fig. 7 Metering Valve. Continued Braking DESCRIPTION When the brakes are not applied, the metering valve permits the brake fluid to flow through the valve, thus allowing the fluid to expand and contract with temperature changes. OPERATION When the brakes are initially applied, the metering valve stem moves to the left, preventing fluid to flow through the valve to the front disc brakes. This is accomplished by the smooth end of the metering valve stem contacting the metering valve seal lip at 4 to 30 psi, Fig. 6. The metering valve spring holds the retainer against the seal until a predetermined pressure is produced at the valve inlet port which overcomes the spring pressure and permits hydraulic pressure to actuate the front disc brakes, Fig. 7. The increased pressure into the valve is metered through the valve seal, to the front disc brakes, producing an increased force on the diaphragm. The diaphragm then pulls the pin, in turn pulling the retainer and reduces the spring pressure on the metering valve seal. Eventually, the pressure reaches a point at which the spring is pulled away by the diaphragm pin and retainer, leaving the metering valve unrestricted, permitting full pressure to pass through the metering valve. Failure Warning Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Proportioning/Combination Valve > Component Information > Description and Operation > Brake Distribution Valve & Switch > Page 4706 Fig. 8 Failure Warning Switch. Rear System Failure DESCRIPTION If the rear brake system fails, the front system pressure forces the switch piston to the right, Fig. 8. The switch pin is then forced up into the switch, completing the electrical circuit and activates the dash warning lamp. OPERATION When repairs are made and pressure returns to the system, the piston moves to the left, resetting the switch. The detent on the piston requires approximately 100 to 450 psi to permit full reset of the piston. In event of front brake system failure, the piston moves to the left and the same sequence of events is followed as for rear system failure except the piston resets to the right. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Assembly, Traction Control > Component Information > Description and Operation Hydraulic Assembly: Description and Operation DESCRIPTION The ABS hydraulic modulator/motor pack assembly controls hydraulic pressure to front and rear calipers or rear wheel cylinders by modulating hydraulic pressure to prevent wheel lock-up. The basic ABS hydraulic modulator configuration consists of gear subassemblies, ball screws, nuts, pistons and hydraulic check valves. The ABS motor pack consists of three motors, three drive gears and three ESB's. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Control Assembly Antilock Brakes > Component Information > Technical Service Bulletins > Customer Interest for Hydraulic Control Assembly - Antilock Brakes: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) Hydraulic Control Assembly - Antilock Brakes: Customer Interest Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) File In Section: 5 - Brakes Bulletin No.: 73-50-26 Date: August, 1997 Subject: ABS Light On - DTC's 46 and 86 Set (Perform Diagnostic Procedure, Replace Center ABS Motor Pinion) Models: 1991-97 Buick Skylark 1992-97 Buick Regal 1994-97 Buick Century 1992-96 Chevrolet Beretta, Corsica, Lumina APV 1992-97 Chevrolet Cavalier, Lumina, 1993-97 Chevrolet Camaro 1995-97 Chevrolet Monte Carlo 1997 Chevrolet Malibu, Venture 1993-97 Geo Prizm 1995-97 Geo Metro 1996-97 Geo Tracker 1991 Oldsmobile Calais 1992-96 Oldsmobile Cutlass Ciera 1992-97 Oldsmobile Achieva, Cutlass Supreme, Silhouette 1997 Oldsmobile Cutlass 1998 Oldsmobile Intrigue 1991-97 Pontiac Grand Am 1992-94 Pontiac Sunbird 1992-97 Pontiac Grand Prix, Trans Sport 1993-97 Pontiac Firebird, Trans Am 1995-97 Pontiac Sunfire Condition Some owners may comment that the ABS light is on with Diagnostic Trouble Codes (DTC's) 46 and 86 set (rear ABS channel will not move) as current or history. (DTC's 46 and 86 will be displayed as C1246 and C1286 on 1997 and 1998 model year vehicles). Cause A condition exists where the ABS motor pack gear (pinion) will bind on the motor armature shaft causing the motor not to move when commanded by the EBCM. This condition is aggravated by light corrosion between the pinion and shaft. Therefore, it may occur more frequently when the weather is hot and humid. Important: Other EBCM and ABS motor pack concerns can also cause this condition, but they are not as common as the above cause. Correction Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Control Assembly Antilock Brakes > Component Information > Technical Service Bulletins > Customer Interest for Hydraulic Control Assembly - Antilock Brakes: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) > Page 4718 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Control Assembly Antilock Brakes > Component Information > Technical Service Bulletins > Customer Interest for Hydraulic Control Assembly - Antilock Brakes: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) > Page 4719 Follow the included procedure (Attachments 1 and 2) for diagnosis. This condition may correct itself before the owner is able to bring the vehicle in for service. Therefore, if DTC 46 is set in history, and is not currently setting, the included procedure will instruct you to replace the center ABS motor pinion. The new pinion has a Teflon insert which reduces friction between the pinion and motor armature shaft. Pinion Replacement If the included procedure instructs you to replace the center ABS motor pinion, use P/N 18029776. Please note that the new pinion is a direct replacement part which requires no modifications to the motor shaft. Follow the pinion replacement procedure included with the new pinion. Complete motor pack replacement is not required. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time H2506 Use published labor operation time. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Control Assembly Antilock Brakes > Component Information > Technical Service Bulletins > Customer Interest for Hydraulic Control Assembly - Antilock Brakes: > 535010 > May > 95 > ABS - Lamp ON/DTC's 42 and 86 Set Hydraulic Control Assembly - Antilock Brakes: Customer Interest ABS - Lamp ON/DTC's 42 and 86 Set FILE IN SECTION: 5 - Brakes BULLETIN NO.: 53-50-10 DATE: May, 1995 SUBJECT: Anti-Lock Brake System (ABS) Light On - Diagnostic Trouble Codes (DTC's) 42 and 86 Set (Replace Hydraulic Modulator) MODELS: 1993-95 Buick Skylark 1993-95 Chevrolet Beretta, Corsica, Cavalier 1993-95 Oldsmobile Achieva 1993-95 Pontiac Grand Am 1993-94 Pontiac Sunbird 1995 Pontiac Sunfire CONDITION Some owners may comment that the Anti-Lock Brake System (ABS) light remains on. Diagnostic Trouble Codes (DTC's) 42 and 86 will be set. DTC's will usually set 5 to 8 drive cycles in a row and then become history codes. CAUSE DTC's will be set due to a momentary delay within the ABS hydraulic modulator. CORRECTION Important: If DTC 42 is current DTC, the Diagnostic Trouble Tree in Section 5E1 of the Service Manual will lead to replacement of the motor pack. If the following diagnosis does not lead to replacement of the hydraulic modulator, then the motor pack should be replaced. Diagnosis ^ If DTC 42 has set 10 or less drive cycles and is no longer a current code (ABS not operating, ABS indicator off), replace the hydraulic modulator. ^ If DTC is current, cycle the system by starting the engine with your foot off the brake pedal. If the ABS indicator remains on, turn the ignition off and repeat the procedure. If within 10 cycles the ABS indicator is off and the code is no longer current, replace the hydraulic modulator. ^ If the above diagnosis does not lead to replacement of the modulator, follow DTC 42 Trouble Tree in Section 5E1 of the Service Manual. Repair Procedure If the condition is confirmed through the above diagnosis, the hydraulic modulator must be replaced, P/N 18023364. This is a new part number that has been released. Do not use previously released hydraulic modulator part numbers. Refer to Section 5E1 of the Service Manual for hydraulic modulator replacement procedure. Parts are currently available from GMSPO. WARRANTY INFORMATION For vehicles repaired under warranty, use: Labor Operation Labor Time H2518 Use published labor operation time. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Control Assembly Antilock Brakes > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Hydraulic Control Assembly - Antilock Brakes: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) Hydraulic Control Assembly - Antilock Brakes: All Technical Service Bulletins Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) File In Section: 5 - Brakes Bulletin No.: 73-50-26 Date: August, 1997 Subject: ABS Light On - DTC's 46 and 86 Set (Perform Diagnostic Procedure, Replace Center ABS Motor Pinion) Models: 1991-97 Buick Skylark 1992-97 Buick Regal 1994-97 Buick Century 1992-96 Chevrolet Beretta, Corsica, Lumina APV 1992-97 Chevrolet Cavalier, Lumina, 1993-97 Chevrolet Camaro 1995-97 Chevrolet Monte Carlo 1997 Chevrolet Malibu, Venture 1993-97 Geo Prizm 1995-97 Geo Metro 1996-97 Geo Tracker 1991 Oldsmobile Calais 1992-96 Oldsmobile Cutlass Ciera 1992-97 Oldsmobile Achieva, Cutlass Supreme, Silhouette 1997 Oldsmobile Cutlass 1998 Oldsmobile Intrigue 1991-97 Pontiac Grand Am 1992-94 Pontiac Sunbird 1992-97 Pontiac Grand Prix, Trans Sport 1993-97 Pontiac Firebird, Trans Am 1995-97 Pontiac Sunfire Condition Some owners may comment that the ABS light is on with Diagnostic Trouble Codes (DTC's) 46 and 86 set (rear ABS channel will not move) as current or history. (DTC's 46 and 86 will be displayed as C1246 and C1286 on 1997 and 1998 model year vehicles). Cause A condition exists where the ABS motor pack gear (pinion) will bind on the motor armature shaft causing the motor not to move when commanded by the EBCM. This condition is aggravated by light corrosion between the pinion and shaft. Therefore, it may occur more frequently when the weather is hot and humid. Important: Other EBCM and ABS motor pack concerns can also cause this condition, but they are not as common as the above cause. Correction Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Control Assembly Antilock Brakes > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Hydraulic Control Assembly - Antilock Brakes: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) > Page 4729 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Control Assembly Antilock Brakes > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Hydraulic Control Assembly - Antilock Brakes: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) > Page 4730 Follow the included procedure (Attachments 1 and 2) for diagnosis. This condition may correct itself before the owner is able to bring the vehicle in for service. Therefore, if DTC 46 is set in history, and is not currently setting, the included procedure will instruct you to replace the center ABS motor pinion. The new pinion has a Teflon insert which reduces friction between the pinion and motor armature shaft. Pinion Replacement If the included procedure instructs you to replace the center ABS motor pinion, use P/N 18029776. Please note that the new pinion is a direct replacement part which requires no modifications to the motor shaft. Follow the pinion replacement procedure included with the new pinion. Complete motor pack replacement is not required. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time H2506 Use published labor operation time. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Control Assembly Antilock Brakes > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Hydraulic Control Assembly - Antilock Brakes: > 535010 > May > 95 > ABS - Lamp ON/DTC's 42 and 86 Set Hydraulic Control Assembly - Antilock Brakes: All Technical Service Bulletins ABS - Lamp ON/DTC's 42 and 86 Set FILE IN SECTION: 5 - Brakes BULLETIN NO.: 53-50-10 DATE: May, 1995 SUBJECT: Anti-Lock Brake System (ABS) Light On - Diagnostic Trouble Codes (DTC's) 42 and 86 Set (Replace Hydraulic Modulator) MODELS: 1993-95 Buick Skylark 1993-95 Chevrolet Beretta, Corsica, Cavalier 1993-95 Oldsmobile Achieva 1993-95 Pontiac Grand Am 1993-94 Pontiac Sunbird 1995 Pontiac Sunfire CONDITION Some owners may comment that the Anti-Lock Brake System (ABS) light remains on. Diagnostic Trouble Codes (DTC's) 42 and 86 will be set. DTC's will usually set 5 to 8 drive cycles in a row and then become history codes. CAUSE DTC's will be set due to a momentary delay within the ABS hydraulic modulator. CORRECTION Important: If DTC 42 is current DTC, the Diagnostic Trouble Tree in Section 5E1 of the Service Manual will lead to replacement of the motor pack. If the following diagnosis does not lead to replacement of the hydraulic modulator, then the motor pack should be replaced. Diagnosis ^ If DTC 42 has set 10 or less drive cycles and is no longer a current code (ABS not operating, ABS indicator off), replace the hydraulic modulator. ^ If DTC is current, cycle the system by starting the engine with your foot off the brake pedal. If the ABS indicator remains on, turn the ignition off and repeat the procedure. If within 10 cycles the ABS indicator is off and the code is no longer current, replace the hydraulic modulator. ^ If the above diagnosis does not lead to replacement of the modulator, follow DTC 42 Trouble Tree in Section 5E1 of the Service Manual. Repair Procedure If the condition is confirmed through the above diagnosis, the hydraulic modulator must be replaced, P/N 18023364. This is a new part number that has been released. Do not use previously released hydraulic modulator part numbers. Refer to Section 5E1 of the Service Manual for hydraulic modulator replacement procedure. Parts are currently available from GMSPO. WARRANTY INFORMATION For vehicles repaired under warranty, use: Labor Operation Labor Time H2518 Use published labor operation time. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Control Assembly Antilock Brakes > Component Information > Service and Repair > Hydraulic Modulator Assembly Removal and Instalation Hydraulic Control Assembly - Antilock Brakes: Service and Repair Hydraulic Modulator Assembly Removal and Instalation HYDRAULIC MODULATOR-MASTER CYLINDER ASSEMBLY CAUTION:To help avoid personal injury, due to a retained load on the hydraulic modulator, the gear tension relief function of the Tech 1 must be performed prior to removal of the ABS hydraulic modulator/master cylinder assembly. Remove or Disconnect 1. Using Tech 1, perform "Gear Tension Relief Sequence". 2. Two solenoid electrical connectors. 3. Fluid level sensor electrical connector. 4. 6-way ABS motor pack electrical connector. 5. Four brakes pipes. 6. Two nuts attaching ABS hydraulic modulator/master cylinder assembly to vacuum booster. 7. ABS hydraulic modulator/master cylinder assembly. Install or Connect 1. ABS hydraulic modulator/master cylinder assembly in vehicle. 2. Two nuts attaching ABS hydraulic modulator/master cylinder assembly to vacuum booster Tighten ^ Nuts to 27 N.m (20 lb. ft.). 3. Four brake pipes to ABS hydraulic modulator/master cylinder assembly. 4. ABS motor pack 6-way electrical connector. 5. Fluid level sensor electrical connector. 6. Two solenoid electrical connectors. Important 7. Bleed hydraulic system. Tighten ^ Tube nuts to 24 N.m (18 lb. ft.). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Control Assembly Antilock Brakes > Component Information > Service and Repair > Hydraulic Modulator Assembly Removal and Instalation > Page 4737 Hydraulic Control Assembly - Antilock Brakes: Service and Repair Hydraulic Modulator Assembly Unit Repair Gear Tension Relief Sequence Gear Tension Relief Sequence When the displacement cylinder pistons are in their topmost position, each motor has prevailing torque due to the force necessary to ensure each piston is held firmly at the top of its travel. This torque results in "gear tension," or force on each gear that makes motor pack separation difficult. To avoid injury, or damage to the gears, the "Gear Tension Relief Sequence" briefly reverses each motor to eliminate the prevailing torque. Always perform the "Gear Tension Relief Sequence" with the scan tool prior to removing the hydraulic modulator-master cylinder assembly from the vehicle. Gear Cover Gear Cover CAUTION: To help avoid personal injury, due to a retained load on the ABS hydraulic modulator, the gear tension relief function of the Tech 1 must be performed prior to removal of the ABS hydraulic modulator-master cylinder assembly. NOTICE: The following service procedures shall be performed only after the ABS hydraulic modulator-master cylinder assembly has been removed from the vehicle. Do not perform these procedures with the unit installed on the vehicle. Complete overhaul of the ABS hydraulic modulator-master cylinder assembly is not authorized. These steps will break the unit down into major components for replacement purposes. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Control Assembly Antilock Brakes > Component Information > Service and Repair > Hydraulic Modulator Assembly Removal and Instalation > Page 4738 ABS Brake Modulator/Master Cylinder Assembly Components DISASSEMBLE 1. Torx head screws attaching gear cover. 2. Remove gear cover. ASSEMBLE 1. Gear cover to Antilock Brake System brake modulator/master cylinder assembly. 2. Torx head screws. Tighten ^ Tighten torx screws to 4 Nm (35 inch lbs.). ABS Motor Pack MOTOR PACK Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Control Assembly Antilock Brakes > Component Information > Service and Repair > Hydraulic Modulator Assembly Removal and Instalation > Page 4739 CAUTION: To help avoid personal injury, due to a retained load on the ABS hydraulic modulator, the gear tension relief function of the Tech 1 must be performed prior to removal of the ABS hydraulic modulator-master cylinder assembly. NOTICE: The following service procedures shall be performed only after the ABS hydraulic modulator-master cylinder assembly has been removed from the vehicle. Do not perform these procedures with the unit installed on the vehicle. Complete overhaul of the ABS hydraulic modulator-master cylinder assembly is not authorized. These steps will break the unit down into major components for replacement purposes. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Control Assembly Antilock Brakes > Component Information > Service and Repair > Hydraulic Modulator Assembly Removal and Instalation > Page 4740 ABS Brake Modulator/Master Cylinder Assembly Components Disassemble 1. Remove gear cover. 2. Four Torx head screws attaching ABS brake motor pack. Important ^ Use care when handling the motor pack to ensure the motor pack connectors are not damaged, or accidental intrusion of brake fluid into the motor pack does not occur. This may result in a premature failure of the motor pack. ^ Take care in handling the motor packs. If dropped or damaged during handling, the motor packs must be replaced. 3. Remove ABS motor pack. Important ^ If disassembly of the brake modulator-master cylinder assembly was due to an ABS hydraulic functional test that did not pass, the Automated ABS brake motor pack Diagnosis Test described in this section should be performed at this time to isolate the ABS brake motor pack or brake modulator. ^ No repair of the motor pack is authorized. Replace as an assembly. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Control Assembly Antilock Brakes > Component Information > Service and Repair > Hydraulic Modulator Assembly Removal and Instalation > Page 4741 ABS Brake Modulator/Master Cylinder Assembly Components Assemble 1. With the brake modulator upside down, and the gears facing you, rotate each ABS brake modulator gear counterclockwise until movement stops. This procedure will position the pistons on the ABS brake modulator very close to the top of the modulator bore. This will simplify the brake bleeding procedure. 2. Motor pack to brake modulator assembly. Important ^ Take care in handling the motor packs. If dropped or damaged during handling the ABS brake motor pack must be replaced. ^ Align each of the three ABS brake motor pack pinions with the brake modulator gears. 3. Four Torx head screws. Tighten ^ Torx head screws to 4.5 Nm (40 inch lbs.). 4. Gear cover to ABS brake modulator-brake master cylinder assembly. Gear Replacement GEAR REPLACEMENT Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Control Assembly Antilock Brakes > Component Information > Service and Repair > Hydraulic Modulator Assembly Removal and Instalation > Page 4742 CAUTION: To help avoid personal injury, due to a retained load on the ABS hydraulic modulator, the gear tension relief function of the Tech 1 must be performed prior to removal of the ABS hydraulic modulator/master cylinder assembly. NOTICE: The following service procedures shall be performed only after the ABS hydraulic modulator/master cylinder assembly has been removed from the vehicle. Do not perform these procedures with the unit installed on the vehicle. Complete overhaul of the ABS hydraulic modulator/ master cylinder assembly is not authorized -only the following steps. These steps will break the unit down into major components for replacement purposes. Important ^ Do not attempt to repair damaged motor packs or hydraulic modulators. Other than modulator drive gears replacement, repair of these assemblies is not authorized. Do not lubricate or oil gears on motor pack. CAUTION: The modulator drive gears are under spring load and will turn during disassembly. After removing hydraulic modulator drive gear cover, exercise extreme care not to place fingers into the gear set, since fingers can be pinched by rotating gears. REMOVE OR DISCONNECT 1. ABS brake modulator/master cylinder assembly. 2. Torx head screws attaching gear cover. 3. Four ABS brake motor pack to ABS brake modulator Torx head screws. Important ^ Take care in handling the ABS motor pack. If dropped or damaged in the handling, the ABS motor pack must be replaced. 4. Separate motor pack from brake modulator. 5. Three modulator drive gears from modulator drive shaft retaining nuts. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Control Assembly Antilock Brakes > Component Information > Service and Repair > Hydraulic Modulator Assembly Removal and Instalation > Page 4743 Gear Removal 6. Gears from modulator. NOTICE: Do not allow gear to turn while removing the retaining nut, since the modulator piston can hit the top of the modulator bore, damaging the piston. Place a screwdriver through the holes in the gear (not between the gears) into the recessed hole in the modulator base. This will prevent the gear from turning, aiding in gear removal. INSTALL OR CONNECT Gear Position NOTICE: Do not allow gear to turn while tightening the retaining nut, since the modulator piston can bottom out in the modulator bore damaging the piston. Turn the modulator gear to position the piston in the center of its travel. Place a screwdriver through the hole in the gears (not between the gears) into the recessed hole in the modulator base.This will prevent the gear from turning, aiding in gear installation. 1. Position ABS brake modulator drive gears onto brake modulator drive shaft. 2. Install three gear retaining nuts. Tighten Nuts ^ Nuts to 8.5 Nm (76 inch lbs.). Gear Position Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Control Assembly Antilock Brakes > Component Information > Service and Repair > Hydraulic Modulator Assembly Removal and Instalation > Page 4744 3. With the ABS hydraulic modulator upside down, and the gears facing you, rotate each ABS brake modulator gear counterclockwise until movement stops. This procedure will position the pistons on the ABS brake modulator very close to the top of the modulator bore. This will simplify the brake bleeding procedure. 4. Position the motor pack onto brake modulator, aligning the three motor pack gears with the modulator gears. Important ^ Take care in handling the ABS motor pack. If dropped or damaged during handling, the ABS motor pack must be replaced. 5. Four motor pack to brake modulator Torx head screws. Tighten ^ Torx head screws 4.5 Nm (40 inch lbs.). 6. Gear cover onto brake modulator with Torx head screws. Tighten ^ Torx head screws 4 Nm (35 inch lbs.). 7. Brake Modulator to Master Cylinder assembly. ABS Hydraulic Modulator Hydraulic Modulator CAUTION: To help avoid personal injury, due to a retained load on the ABS hydraulic modulator, the gear tension relief function of the Tech 1 must be performed prior to removal of the ABS hydraulic modulator/master cylinder assembly. NOTICE: The following service procedures shall be performed only after the ABS hydraulic modulator-master cylinder assembly has been removed from the vehicle. Do not perform these procedures with the unit installed on the vehicle. Complete overhaul of the ABS hydraulic modulator-master cylinder assembly is not authorized. These steps will break the unit down into major components for replacement purposes. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Control Assembly Antilock Brakes > Component Information > Service and Repair > Hydraulic Modulator Assembly Removal and Instalation > Page 4745 ABS Brake Modulator/Master Cylinder Assembly Components Disassemble 1. Remove gear cover. 2. Remove ABS motor pack. 3. Two ABS hydraulic modulator to master cylinder banjo bolts; separate hydraulic modulator from master cylinder. 4. Two transfer tubes with O-rings from master cylinder or ABS Hydraulic modulator. 5. Banjo bolt O-rings from master cylinder and ABS hydraulic modulator. Important ^ If ABS hydraulic modulator is to be replaced, install the three gears in the same location on replacement hydraulic modulator. ^ No repair of the ABS hydraulic modulator is authorized. Replace as an assembly. ^ Refer to master cylinder for service and repair. ^ Use new transfer tube assemblies when assembling the ABS hydraulic modulator/master cylinder assembly. Make sure two O-rings are properly installed on each transfer tube. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Control Assembly Antilock Brakes > Component Information > Service and Repair > Hydraulic Modulator Assembly Removal and Instalation > Page 4746 ABS Brake Modulator/Master Cylinder Assembly Components Assemble 1. Two transfer assemblies. ^ Lubricate transfer tube assembly O-rings with clean brake fluid. ^ Install transfer tube assemblies in ports in ABS brake modulator and push in by hand to bottom. 2. Lubricate new banjo bolt O-ring with clean brake fluid and install into the master cylinder and ABS hydraulic modulator. 3. ABS hydraulic modulator to master cylinder. ^ Clamp mounting flange of master cylinder in a vise. ^ Hold ABS hydraulic modulator and rock into position on master cylinder, inserting transfer tube assemblies into master cylinder ports. 4. Two ABS hydraulic modulator to master cylinder banjo bolts. Tighten ^ Banjo bolts to 24 Nm (17 ft. lbs.). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Control Assembly Antilock Brakes > Component Information > Service and Repair > Hydraulic Modulator Assembly Removal and Instalation > Page 4747 Gear Position 5. With the ABS hydraulic modulator upside down, and the gears facing you, rotate each ABS hydraulic modulator gear counterclockwise until movement stops. This procedure will position the pistons very close to the top of the modulator bore simplifying the brake bleeding procedure. 6. ABS motor pack to ABS hydraulic modulator-master cylinder assembly. 7. Gear cover to ABS hydraulic modulator-master cylinder assembly. Master Cylinder Brake Master Cylinder Unit Repair The Unit Repair Procedure for the Brake Master Cylinder is located under Hydraulic System, Brakes / Master Cylinder / Service and Repair / Procedures / Brake Master Cylinder Disassembly and Assembly Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Control Assembly Antilock Brakes > Component Information > Service and Repair > Hydraulic Modulator Assembly Removal and Instalation > Page 4748 Hydraulic Control Assembly - Antilock Brakes: Service and Repair Hydraulic Modulator Solenoid Assembly ABS HYDRAULIC MODULATOR SOLENOID Hydraulic Modulator Solenoid Assembly 1. Remove solenoid electrical connector. 2. Remove Torx® head bolts. 3. Remove solenoid. Important ^ Be sure the seal is still attached to the solenoid when it is removed. If not, check solenoid bore in modulator. ^ Do not attempt to disassemble solenoid, it is serviceable only as an assembly. Lubricate seal on new solenoid with clean brake fluid. ^ Verify that the solenoid lip seal is properly positioned before solenoid is installed in Hydraulic Modulator. ^ Position solenoid so that its electrical connector will face the same direction as the solenoid that was removed. ^ By hand, press down firmly solenoid until its flange seats on the hydraulic modulator. 4. Reinstall Torx head bolts. Tighten ^ Bolts to 4.5 N.m. (40 lb. in.). 5. Reinstall solenoid electrical connector to solenoid. Important Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Control Assembly Antilock Brakes > Component Information > Service and Repair > Hydraulic Modulator Assembly Removal and Instalation > Page 4749 ^ Make sure the solenoid connectors are installed on correct solenoids. ^ It is necessary to bleed hydraulic modulator master cylinder assembly. Refer to Brake System Bleeding. See: Brake Bleeding/Service and Repair/With ABS System Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Master Cylinder > Component Information > Specifications Brake Master Cylinder: Specifications Master Cylinder Bore Dia., Inch ........................................................................................................... ........................................................................ 0.874 Front Caliper Bore Dia., Inch ............................ ............................................................................................................................................................ 2.244 Wheel Cylinder Bore Dia., Inch ................................................................................................. ................................................................................... 0.625 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Master Cylinder > Component Information > Service and Repair > Brake Master Cylinder Removal and Installation Brake Master Cylinder: Service and Repair Brake Master Cylinder Removal and Installation Brake Master Cylinder Removal In order to separate the Brake Master Cylinder from the ABS Modulator assembly, the Module must be disassembled using the procedure outlined under the Antilock Brakes/Traction Control Systems / Hydraulic Control Assembly - Antilock Brakes / Service and Repair / Procedures. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Master Cylinder > Component Information > Service and Repair > Brake Master Cylinder Removal and Installation > Page 4755 Brake Master Cylinder: Service and Repair Brake Master Cylinder Disassembly and Assembly Dual Master Cylinder Assembly Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Master Cylinder > Component Information > Service and Repair > Brake Master Cylinder Removal and Installation > Page 4756 Compact Master Cylinder Assembly Master Cylinder Reservoir Removal. Composite Type Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Master Cylinder > Component Information > Service and Repair > Brake Master Cylinder Removal and Installation > Page 4757 DISASSEMBLE 1. Remove master cylinder from vehicle as follows: a. Disconnect and plug hydraulic lines. b. Remove two master cylinder attaching nuts, then the master cylinder. 2. Remove reservoir cover and diaphragm. Discard old brake fluid in reservoir. 3. Inspect cover and diaphragm. Replace if cut, cracked or deformed. 4. Remove fluid level switch, if equipped. 5. On models with compact master cylinder, remove proportioner valve assembly. 6. On all models, depress primary piston and remove lock ring. 7. Plug primary fluid outlet (outlet nearest to cowl when master cylinder is installed), then apply compressed air into secondary fluid outlet to remove primary and secondary pistons. 8. Remove spring retainer and seals from secondary piston. 9. Clamp master cylinder in a vise as , then remove reservoir using a pry bar. Remove reservoir grommets. 10. Inspect master cylinder bore for corrosion. Do not use abrasive material on master cylinder bore. Replace if bore is corroded. ASSEMBLE Clean all parts not included in repair kit with brake fluid. Do not dry with compressed air. Lubricate all rubber parts with clean brake fluid prior to installation. 1. Lubricate new reservoir grommets with silicone brake lube, then press grommets into master cylinder body. Ensure grommets are properly seated. 2. Lay reservoir upside down on flat, hard surface. Press master cylinder body onto reservoir using rocking motion. 3. Install new seals on secondary piston, then the spring retainer. 4. Install spring and secondary piston assembly into cylinder. 5. Install primary piston. Depress primary piston into cylinder, then install lock ring. 6. Install fluid level switch, if equipped. 7. On models with compact master cylinder, install proportioner valve assembly. 8. On all models, fit diaphragm into reservoir cover, then install cover onto reservoir. 9. Install master cylinder and bleed brake system. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Wheel Cylinder > Component Information > Technical Service Bulletins > Brakes - Wheel Cylinder Inspection Guidelines Wheel Cylinder: Technical Service Bulletins Brakes - Wheel Cylinder Inspection Guidelines Bulletin No.: 03-05-24-001A Date: March 21, 2005 INFORMATION Subject: Service Information Regarding Rear Brake Drum Wheel Cylinder Inspections Models: 2005 and Prior GM Passenger Cars and Trucks 2005 and Prior Saturn Vehicles with Rear Drum Brakes Supercede: This bulletin is being revised add model years and include all GM vehicles. Please discard Corporate Bulletin Number 03-05-24-001 (Section 03 - Suspension). This bulletin provides information on proper inspection of rear drum brake wheel cylinders. Important: It is not recommended that dust boots be removed during inspection processes as dirt and debris could contaminate the wheel cylinder bore causing premature wear of the wheel cylinder. In addition, most bores should look damp and some lubricant may drip out from under the boot as a result of lubricant being present. All rear drum brake wheel cylinders are assembled with a lubricant to aid in assembly, provide an anti-corrosion coating to the cylinder bore, and lubricate internal rubber components. As a result of this lubrication process, it is not uncommon for some amount of lubricant to accumulate at the ends of the cylinder under the dust boot. Over time, the lubricant may work its way to the outside of the boot and cause an area of the boot to look damp. Evidence of a damp area on the boot does not indicate a leak in the cylinder. However, if there is excessive wetness (i.e. drips) coming from the boot area of the wheel cylinder, it could indicate a brake hydraulic fluid leak requiring wheel cylinder replacement. (Refer to the Wheel Cylinder Replacement procedures in the appropriate Service Manual.) Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Wheel Cylinder > Component Information > Specifications > Bore Dimensions Wheel Cylinder: Specifications Wheel Cylinder Bore Diameter 0.625 in Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Wheel Cylinder > Component Information > Specifications > Bore Dimensions > Page 4764 Wheel Cylinder: Specifications Wheel Cylinder Bleeder Screw 5 ft.lb Wheel Cylinder Line Fitting 18 ft.lb Wheel Cylinder To Backing Plate 15 ft.lb Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Wheel Cylinder > Component Information > Specifications > Page 4765 Wheel Cylinder: Service and Repair Fig. 33 Exploded View Of Wheel Cylinder 1. Raise and support vehicle. 2. Remove wheel, drum and brake shoes. 3. Disconnect hydraulic line at wheel cylinder. Do not pull metal line away from cylinder, as this may kink or bend line. Line will separate from cylinder when cylinder is moved away from brake backing plate. 4. Remove wheel cylinder-to-brake plate attaching screws, then the wheel cylinder. 5. Remove boots, pistons, springs and cups from cylinder, Fig. 33. 6. Clean all parts with brake fluid. 7. Inspect cylinder bore. A scored bore may be honed as long as the diameter is not increased by more than .005 inch. Replace worn or damaged parts as necessary. 8. Ensure hands are clean before proceeding with assembly. Lubricate cylinder wall and rubber cups with brake fluid, then install springs, cups, pistons and boots in housing. 9. Wipe end of hydraulic line to remove any foreign matter, then place wheel cylinder in position. Enter tubing into cylinder and start threads on fitting. 10. Secure cylinder to backing plate, then complete tightening of tubing fitting. 11. Install brake shoes, drum and wheel. 12. Bleed system as outlined previously, then adjust brakes. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Parking Brake System > Parking Brake Cable > Component Information > Testing and Inspection Parking Brake Cable: Testing and Inspection Inspect parking brake cable end for kinks, fraying and elongation and replace as necessary. Use a small hose clamp to compress clamp where it enters backing plate to remove. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Parking Brake System > Parking Brake Warning Switch > Component Information > Locations > Component Locations Console Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Parking Brake System > Parking Brake Warning Switch > Component Information > Locations > Component Locations > Page 4774 Console Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Power Brake Assist > Vacuum Brake Booster > Component Information > Description and Operation > Power Brake Unit Vacuum Brake Booster: Description and Operation Power Brake Unit Fig. 1 Exploded View Of AC-Delco Tandem Diaphragm Booster Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Power Brake Assist > Vacuum Brake Booster > Component Information > Description and Operation > Power Brake Unit > Page 4780 Fig. 2 Exploded View Of Power Head Assembly. AC-Delco Tandem Diaphragm Booster DESCRIPTION This unit utilizes a vacuum power chamber, consisting of a front and rear shell, housing divider, front and rear diaphragm, plate assemblies, hydraulic pushrod and a diaphragm return spring, Fig. 1 and 2 . OPERATION In normal operating mode, with service brakes in released position, the booster operates with vacuum on both sides of its diaphragms. When brakes are applied, air at atmospheric pressure is admitted to one side of each diaphragm to provide power assist. When the service brake is released, atmospheric air is shut off from one side of each diaphragm. The air is then drawn from the booster through the vacuum check valve to the vacuum source. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Power Brake Assist > Vacuum Brake Booster > Component Information > Description and Operation > Power Brake Unit > Page 4781 Vacuum Brake Booster: Description and Operation General Service Two basic types of power assist mechanisms are used: vacuum assist diaphragm assemblies, which use engine vacuum or, in some cases vacuum pressure developed by an external vacuum pump. The second type is a hydraulic pressure assist mechanism, which use pressure developed by an external pump (usually the power steering pump). Both systems act to increase the force exerted on the master cylinder piston by the operator. This in turn increases the hydraulic pressure delivered to the wheel cylinders, while decreasing driver effort necessary to obtain acceptable stopping performance. Vacuum assist units are similar in operation and get their energy by opposing engine vacuum to atmospheric pressure. A piston and cylinder, flexible diaphragm (bellows) utilize this energy to provide brake assistance. The fundamental difference between these types of vacuum assist systems lies simply in how the diaphragm within the power unit is suspended when the brakes are not applied. In order to properly diagnose vacuum assist system malfunctions it is important to know whether the diaphragm within a power unit is air suspended or vacuum suspended. Air-suspended units are under atmospheric pressure until the brakes are applied. Engine vacuum is then admitted, causing the piston or diaphragm to move (or the bellows to collapse). Vacuum-suspended types are balanced with engine vacuum until the brake pedal is depressed, allowing atmospheric pressure to unbalance the unit and apply force to the brake system. Regardless of whether the brakes are vacuum or hydraulically assisted, certain general service procedures apply. Only specified, clean brake fluid should be used in brake system. On hydro-boost systems, use of the specified hydraulic fluid in the boost circuit is essential to proper system operation. Care must be taken not to mix the fluids of the two separate operating circuits. Use of improper fluids, or contaminated fluid will cause damage to the seals and valves. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Power Brake Assist > Vacuum Brake Booster > Component Information > Testing and Inspection > Brakes Grab Vacuum Brake Booster: Testing and Inspection Brakes Grab 1. Faulty control valve. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Power Brake Assist > Vacuum Brake Booster > Component Information > Testing and Inspection > Brakes Grab > Page 4784 Vacuum Brake Booster: Testing and Inspection Hard Pedal 1. Internal vacuum leak. 2. Faulty control valve. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Power Brake Assist > Vacuum Brake Booster > Component Information > Testing and Inspection > Brakes Grab > Page 4785 Vacuum Brake Booster: Testing and Inspection Slow or No Release 1. Faulty pushrod adjustment. 2. Bind in linkage. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Power Brake Assist > Vacuum Brake Booster > Component Information > Adjustments > Gauge Method Vacuum Brake Booster: Adjustments Gauge Method Fig. 7 Master Cylinder Pushrod Adjustment. AC-Delco Type Vacuum Booster On these models, the master cylinder pushrod length is fixed and is usually only checked after the unit has been overhauled. 1. Assemble booster unit and install pushrod, ensuring pushrod is fully seated. 2. Position go/no go gauge furnished in repair kit over pushrod as shown in Fig. 7 3. If pushrod height is not within limits of gauge, install service adjustable pushrod and adjust rod to obtain correct height. 4. Install power unit and check adjustment, ensuring master cylinder compensating port is open with engine running and brake pedal released. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Power Brake Assist > Vacuum Brake Booster > Component Information > Adjustments > Gauge Method > Page 4788 Vacuum Brake Booster: Adjustments Air Method 1. Be sure master cylinder attaching nuts are tight. 2. Remove master cylinder filler cap. 3. With brake released, force compressed air into the hydraulic outlet of the master cylinder. Regulate air pressure to a value of approximately 5 psi, to prevent spraying brake fluid from master cylinder. Care must be taken not to allow brake fluid to contact painted surfaces of vehicle, skin or eyes, as damage or personal injury will result. 4. If air passes through the compensating port, which is the smaller of the two holes in the bottom of the master cylinder reservoir, the adjustment is satisfactory. 5. If air does not flow through the compensating port, adjust the pushrod as required, either by means of the adjustment screw (if provided) or by adding shims between the master cylinder and power unit shell until the air flows freely. 6. Reconnect brake lines and bleed system. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Power Brake Assist > Vacuum Brake Booster > Component Information > Adjustments > Page 4789 Vacuum Brake Booster: Service and Repair Fig. 1 Exploded View Of AC-Delco Tandem Diaphragm Booster Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Power Brake Assist > Vacuum Brake Booster > Component Information > Adjustments > Page 4790 Fig. 2 Exploded View Of Power Head Assembly. AC-Delco Tandem Diaphragm Booster DISASSEMBLE 1. Remove pedal pushrod boot, silencer, check valve, vacuum switch and grommets, as equipped, then the front housing seal. 2. Scribe matching marks between front and rear housing sections, then mount booster assembly in suitable holding fixture with rear housing facing up. 3. Apply pressure to housing with holding fixture forcing screw and rotate rear housing counterclockwise to unlock housing halves. 4. Slowly release spring tension, then remove booster assembly from holding fixture. Do not allow spring tension to release suddenly, as damage or personal injury may result. 5. Lift off rear housing, then remove primary power piston bearing from housing. 6. Remove power piston group and return spring from front housing, Fig. 1 . 7. Remove master cylinder piston rod and reaction retainer from front of piston, then the silencer from the rear of the assembly, Fig. 2 . 8. Hold piston assembly at edges of divider and strike pedal pushrod against work surface to dislodge diaphragm retainer. 9. Remove primary diaphragm and support plate, secondary power piston bearing and housing divider, then the secondary diaphragm and support plate from piston, noting installation position of components. 10. Clean and inspect components as outlined in General Service, then replace as needed. Do not disassemble power piston. If service is required, power piston must be replaced as an assembly. ASSEMBLE 1. Position power piston assembly on work surface with pedal pushrod facing up. 2. Lubricate inner lip of secondary diaphragm, fit diaphragm over support plate, then install assembly onto power piston. 3. Install secondary power piston bearing into divider with flat surface of bearing on side of divider with 6 lugs, Fig. 2 . 4. Install guide sleeve tool No. J-28458, or equivalent, over power piston, lubricate inner diameter of secondary bearing, then install divider assembly with lugged side facing up. 5. Lubricate inner lip of primary diaphragm. Fit diaphragm over support plate, then install diaphragm assembly on power piston. 6. Ensure diaphragms and support plates are properly positioned. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Power Brake Assist > Vacuum Brake Booster > Component Information > Adjustments > Page 4791 7. Install new diaphragm retainer, then seat retainer on power piston using guide sleeve tool No. J-28458, or equivalent, and tap with a hammer. 8. Install primary power piston bearing in rear housing, then lubricate inner diameter of bearing. 9. Mount front housing in holding fixture tool No. J-23456, or equivalent, then install diaphragm return spring, power piston group and the rear housing assembly, Fig. 1 . 10. Ensure housing scribe marks are properly aligned, then press housing sections together with holding fixture forcing screw. Assembling of housing can be facilitated by applying vacuum to front housing port. Block opening for vacuum switch, if equipped. 11. Rotate rear housing clockwise to lock housing, then stake two tabs 180degrees apart to secure assembly. Do not stake tabs which have previously been used. 12. Lubricate grommets and front seal, install grommets, check valve and vacuum switch, as equipped, then the front housing seal. 13. Install silencer and pedal pushrod boot. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control > ABS Main Relay > Component Information > Locations LH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control > ABS Main Relay > Component Information > Locations > Page 4796 Harness Connector Faces: Electronic Brake Control Relay Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control > Brake Fluid Solenoid Valve Relay > Component Information > Locations LH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Technical Service Bulletins > Customer Interest for Electronic Brake Control Module: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) Electronic Brake Control Module: Customer Interest Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) File In Section: 5 - Brakes Bulletin No.: 73-50-26 Date: August, 1997 Subject: ABS Light On - DTC's 46 and 86 Set (Perform Diagnostic Procedure, Replace Center ABS Motor Pinion) Models: 1991-97 Buick Skylark 1992-97 Buick Regal 1994-97 Buick Century 1992-96 Chevrolet Beretta, Corsica, Lumina APV 1992-97 Chevrolet Cavalier, Lumina, 1993-97 Chevrolet Camaro 1995-97 Chevrolet Monte Carlo 1997 Chevrolet Malibu, Venture 1993-97 Geo Prizm 1995-97 Geo Metro 1996-97 Geo Tracker 1991 Oldsmobile Calais 1992-96 Oldsmobile Cutlass Ciera 1992-97 Oldsmobile Achieva, Cutlass Supreme, Silhouette 1997 Oldsmobile Cutlass 1998 Oldsmobile Intrigue 1991-97 Pontiac Grand Am 1992-94 Pontiac Sunbird 1992-97 Pontiac Grand Prix, Trans Sport 1993-97 Pontiac Firebird, Trans Am 1995-97 Pontiac Sunfire Condition Some owners may comment that the ABS light is on with Diagnostic Trouble Codes (DTC's) 46 and 86 set (rear ABS channel will not move) as current or history. (DTC's 46 and 86 will be displayed as C1246 and C1286 on 1997 and 1998 model year vehicles). Cause A condition exists where the ABS motor pack gear (pinion) will bind on the motor armature shaft causing the motor not to move when commanded by the EBCM. This condition is aggravated by light corrosion between the pinion and shaft. Therefore, it may occur more frequently when the weather is hot and humid. Important: Other EBCM and ABS motor pack concerns can also cause this condition, but they are not as common as the above cause. Correction Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Technical Service Bulletins > Customer Interest for Electronic Brake Control Module: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) > Page 4808 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Technical Service Bulletins > Customer Interest for Electronic Brake Control Module: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) > Page 4809 Follow the included procedure (Attachments 1 and 2) for diagnosis. This condition may correct itself before the owner is able to bring the vehicle in for service. Therefore, if DTC 46 is set in history, and is not currently setting, the included procedure will instruct you to replace the center ABS motor pinion. The new pinion has a Teflon insert which reduces friction between the pinion and motor armature shaft. Pinion Replacement If the included procedure instructs you to replace the center ABS motor pinion, use P/N 18029776. Please note that the new pinion is a direct replacement part which requires no modifications to the motor shaft. Follow the pinion replacement procedure included with the new pinion. Complete motor pack replacement is not required. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time H2506 Use published labor operation time. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Electronic Brake Control Module: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) Electronic Brake Control Module: All Technical Service Bulletins Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) File In Section: 5 - Brakes Bulletin No.: 73-50-26 Date: August, 1997 Subject: ABS Light On - DTC's 46 and 86 Set (Perform Diagnostic Procedure, Replace Center ABS Motor Pinion) Models: 1991-97 Buick Skylark 1992-97 Buick Regal 1994-97 Buick Century 1992-96 Chevrolet Beretta, Corsica, Lumina APV 1992-97 Chevrolet Cavalier, Lumina, 1993-97 Chevrolet Camaro 1995-97 Chevrolet Monte Carlo 1997 Chevrolet Malibu, Venture 1993-97 Geo Prizm 1995-97 Geo Metro 1996-97 Geo Tracker 1991 Oldsmobile Calais 1992-96 Oldsmobile Cutlass Ciera 1992-97 Oldsmobile Achieva, Cutlass Supreme, Silhouette 1997 Oldsmobile Cutlass 1998 Oldsmobile Intrigue 1991-97 Pontiac Grand Am 1992-94 Pontiac Sunbird 1992-97 Pontiac Grand Prix, Trans Sport 1993-97 Pontiac Firebird, Trans Am 1995-97 Pontiac Sunfire Condition Some owners may comment that the ABS light is on with Diagnostic Trouble Codes (DTC's) 46 and 86 set (rear ABS channel will not move) as current or history. (DTC's 46 and 86 will be displayed as C1246 and C1286 on 1997 and 1998 model year vehicles). Cause A condition exists where the ABS motor pack gear (pinion) will bind on the motor armature shaft causing the motor not to move when commanded by the EBCM. This condition is aggravated by light corrosion between the pinion and shaft. Therefore, it may occur more frequently when the weather is hot and humid. Important: Other EBCM and ABS motor pack concerns can also cause this condition, but they are not as common as the above cause. Correction Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Electronic Brake Control Module: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) > Page 4815 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Electronic Brake Control Module: > 73-50-26 > Aug > 97 > Brakes - ABS Light ON, DTC 46 & 86 (C1246 & C1286) > Page 4816 Follow the included procedure (Attachments 1 and 2) for diagnosis. This condition may correct itself before the owner is able to bring the vehicle in for service. Therefore, if DTC 46 is set in history, and is not currently setting, the included procedure will instruct you to replace the center ABS motor pinion. The new pinion has a Teflon insert which reduces friction between the pinion and motor armature shaft. Pinion Replacement If the included procedure instructs you to replace the center ABS motor pinion, use P/N 18029776. Please note that the new pinion is a direct replacement part which requires no modifications to the motor shaft. Follow the pinion replacement procedure included with the new pinion. Complete motor pack replacement is not required. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time H2506 Use published labor operation time. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Locations > Antilock Brake Module Electronic Brake Control Module: Locations Antilock Brake Module Fig. 1 TYPICAL ABS Components Refer to Fig. 1 for system component locations. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Locations > Antilock Brake Module > Page 4819 LH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Diagrams > C1 Electronic Brake Control Module: Diagrams C1 Harness Connector Faces: Electronic Brake Control Module (EBCM)- C1 Harness Connector Faces: Electronic Brake Control Module (EBCM)- C1 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Diagrams > C1 > Page 4822 Electronic Brake Control Module: Diagrams C2 Harness Connector Faces: Electronic Brake Control Module (EBCM)- C2 Harness Connector Faces: Electronic Brake Control Module (EBCM)- C2 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Diagrams > C1 > Page 4823 Electronic Brake Control Module: Diagrams C3 Harness Connector Faces: Electronic Brake Control Module (EBCM)- C3 Harness Connector Faces: Electronic Brake Control Module (EBCM)- C3 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Diagrams > Page 4824 Electronic Brake Control Module: Description and Operation DESCRIPTION The ABS system is controlled by a microprocessor based Electronic Brake Control Module (EBCM). Inputs to the system include four wheel speed sensors, brakes, ignition switch and unswitched battery voltage. Outputs include three bi-directional motor controls, three lamp controls, two solenoid controls and the system enable relay. A serial data line, located in terminal 9 of the Data Link Connector (DLC), is provided for service diagnostic tools and assembly plant testing. The EBCM monitors the speed of each wheel. If any wheel begins to approach lock-up and the brake switch is on, the EBCM controls the motors and solenoids to reduce brake pressure to the wheel approaching lock-up. Once the wheel regains traction, brake pressure is increased until wheel begins to approach lock-up. This cycle repeats until either vehicle comes to a stop, the brake is released or no wheels approach lock-up. Additionally, the EBCM monitors itself, each input and each output for proper operation. If any system fault is detected, the EBCM will store a DTC in nonvolatile memory. On a EBTCM, the ABS portion of the module operates the same as a EBCM. A EBTCM is used if the vehicle is equipped with either the Enhanced Traction System (ETS) or Traction Control System (TCS). The ETS or TCS portion of the EBTCM monitors wheel spin slip through the drive wheels speed sensors. If the wheels begin to slip, the EBTCM determines the desired wheel torque needed to minimize wheel slip. This information is sent to the PCM through the Serial data link. On models equipped w/ETS, the PCM controls engine torque by ignition retard and transmission shifts. On models equipped w/TCS, the PCM controls engine torque by ignition retard, transmission shifts and applies brakes several times until the vehicle regains traction. Once the vehicle regains traction, brake pressure is decreased and engine torque reduction is no longer requested. This cycle repeats until traction control is no longer necessary. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Diagrams > Page 4825 Electronic Brake Control Module: Service and Repair Fig. 800 EBCM Assembly Removal. 1. Disconnect EBCM electrical connectors, Fig.800. 2. Remove ECU to dash panel attaching screws, then the ECU from dash panel. 3. Reverse procedure to install, noting the following: a. Ensure plastic grommets, if equipped, are located properly. b. Bleed brake system as described under Brake System Bleed. See: Brake Bleeding Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control > Brake Fluid Level Sensor/Switch > Component Information > Locations LH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control > Brake Fluid Level Sensor/Switch > Component Information > Locations > Page 4830 Brake Fluid Level Sensor/Switch: Description and Operation OPERATION This sensor mounted on the master cylinder will activate the Brake Warning lamp if a low brake fluid level is detected. The lamp will turn off once the fluid level is corrected. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control > Brake Fluid Pressure Sensor/Switch > Component Information > Description and Operation Brake Fluid Pressure Sensor/Switch: Description and Operation Fig. 3 Pressure Differential Valve & Brake Warning Lamp Switch. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control > Brake Fluid Pressure Sensor/Switch > Component Information > Description and Operation > Page 4834 Fig. 4 Dual Master Cylinder W/Built In Warning Lamp Switch. DESCRIPTION In Fig. 3, as pressure falls in one system, the other system's normal pressure forces the piston to the inoperative side, contacting the switch terminal, causing the warning lamp on the instrument panel to glow. In Fig. 4 shows the switch mounted directly in the master cylinder assembly. Whenever there is a specified differential pressure, the switch piston will activate the brake failure warning switch and cause the brake warning lamp to glow. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control > Parking Brake Warning Switch > Component Information > Locations > Component Locations Console Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control > Parking Brake Warning Switch > Component Information > Locations > Component Locations > Page 4839 Console Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Technical Service Bulletins > Customer Interest: > 63-50-15B > Mar > 98 > ABS Indicator Lamp On, DTC 21,22,32 or 33 Set Wheel Speed Sensor: Customer Interest ABS Indicator Lamp On, DTC 21,22,32 or 33 Set File In Section: 5 - Brakes Bulletin No.: 63-50-15B Date: March, 1998 Subject: ABS Indicator Lamp ON, DTC 21, 22, 32 or 33 Set (Install Front ABS Wheel Speed Sensor Wiring Harness Connector Kit) Models: 1992-97 Buick Skylark 1991-96 Chevrolet Beretta, Corsica 1992-97 Chevrolet Cavalier 1992-97 Oldsmobile Achieva 1992-94 Pontiac Sunbird 1995-97 Pontiac Sunfire 1992-97 Pontiac Grand Am This bulletin is being revised to update parts and applicable model information. Please discard Corporate Bulletin Number 63-50-15A - (Section 5 - Brakes) Condition Some owners may comment that the ABS indicator lamp is "ON". Also, malfunction DTC 21, 22, 32 or 33 could set. Cause The right front and left front ABS wheel speed sensor wiring harness could be damaged and result in an open circuit. The wiring harness may be damaged approximately 4 inches (10 cm) back from the harness connector to the wheel speed sensor. This allows moisture to enter the harness causing corrosion and resulting in the open circuit. Correction A thorough inspection for corrosion and/or damage should be performed on suspect vehicles. It may be necessary to move the protective conduit away in order to inspect the wiring properly. If a failure occurs and damage is found, install the front ABS wheel speed sensor wiring harness connector kit(s). The kit includes instructions, splices, and "pigtail" connector. Parts Information Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Technical Service Bulletins > Customer Interest: > 63-50-15B > Mar > 98 > ABS Indicator Lamp On, DTC 21,22,32 or 33 Set > Page 4848 Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Description Labor Time H2530 Right Side Use published H2531 Left Side Labor Operation Time Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 63-50-15B > Mar > 98 > ABS Indicator Lamp On, DTC 21,22,32 or 33 Set Wheel Speed Sensor: All Technical Service Bulletins ABS Indicator Lamp On, DTC 21,22,32 or 33 Set File In Section: 5 - Brakes Bulletin No.: 63-50-15B Date: March, 1998 Subject: ABS Indicator Lamp ON, DTC 21, 22, 32 or 33 Set (Install Front ABS Wheel Speed Sensor Wiring Harness Connector Kit) Models: 1992-97 Buick Skylark 1991-96 Chevrolet Beretta, Corsica 1992-97 Chevrolet Cavalier 1992-97 Oldsmobile Achieva 1992-94 Pontiac Sunbird 1995-97 Pontiac Sunfire 1992-97 Pontiac Grand Am This bulletin is being revised to update parts and applicable model information. Please discard Corporate Bulletin Number 63-50-15A - (Section 5 - Brakes) Condition Some owners may comment that the ABS indicator lamp is "ON". Also, malfunction DTC 21, 22, 32 or 33 could set. Cause The right front and left front ABS wheel speed sensor wiring harness could be damaged and result in an open circuit. The wiring harness may be damaged approximately 4 inches (10 cm) back from the harness connector to the wheel speed sensor. This allows moisture to enter the harness causing corrosion and resulting in the open circuit. Correction A thorough inspection for corrosion and/or damage should be performed on suspect vehicles. It may be necessary to move the protective conduit away in order to inspect the wiring properly. If a failure occurs and damage is found, install the front ABS wheel speed sensor wiring harness connector kit(s). The kit includes instructions, splices, and "pigtail" connector. Parts Information Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 63-50-15B > Mar > 98 > ABS Indicator Lamp On, DTC 21,22,32 or 33 Set > Page 4854 Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Description Labor Time H2530 Right Side Use published H2531 Left Side Labor Operation Time Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheel Speed Sensor: > 09-09-40-001A > Feb > 11 > Restraints - Seat Belt Warning Lamp On/Buckling Issues Seat Belt Buckle: All Technical Service Bulletins Restraints - Seat Belt Warning Lamp On/Buckling Issues INFORMATION Bulletin No.: 09-09-40-001A Date: February 02, 2011 Subject: Seat Belt Buckle Latching Issues and/or Seat Belt Warning Lights Illuminated Models: 2011 and Prior GM Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7 X Supercede: This bulletin is being revised to add the 2011 model year. Please discard Corporate Bulletin Number 09-09-40-001 (Section 09 - Restraints). This bulletin is being published to advise dealers about seat belt buckles not operating and/or seat belt warning light illumination, as well as difficulty latching and unlatching the buckle or the buckle release button sticking. Analysis of warranty data has determined that this condition may be caused by sticky beverages being spilled onto or into the seat belt buckle assembly. Foreign debris from food, candy wrappers, paper and coins can also contribute to this condition. Important If foreign material (debris) or sticky liquids are the cause of the concern, show the customer the condition of the component (buckle assembly) and explain how it is affecting the function of the restraint system. Strongly recommend that the component be replaced. Point out the fact that this is not a manufacturing defect and is not covered by the new vehicle warranty. If the customer declines to have parts replaced, the service department management must make a notation on the service record that the lack of functionality of seating position with an inoperative buckle was fully explained to the customer. The service department management must advise the customer that having a non-functioning buckle in a seating position voids ability to use that seating position (no one should ride in the seat). Also make the customer aware that it may be against the law to ride in a vehicle without wearing a restraint system. Important Never insert anything other than the seat belt latch plate into the buckle assembly. Do not attempt to dig anything out of a buckle with a tool. Never try to wash out a buckle to remove a spilled liquid as this may damage the buckle. Use the following steps to determine the cause of the concern. 1. Inspect the buckle assembly with a light shining on the latch plate insertion area. Look for any debris or foreign objects in the buckle. 2. If any debris or foreign objects are observed, try to vacuum out the item. After the foreign material is removed, latch and unlatch the seat belt. If the system functions properly, do not replace the seat belt buckle assembly. 3. If the condition has not been corrected, inspect the buckle assembly for any sticky residue. If sticky residue is found, inform the customer that a substance was spilled on the seat belt buckle assembly causing the malfunction. The buckle assembly will need to be replaced at the customer's expense. 4. Refer to SI for seat belt component replacement. Important If foreign material (debris) or sticky liquids are the cause of the concern, show the customer the condition of the component (buckle assembly) and explain how it is affecting the function of the restraint system. Strongly recommend that the component be replaced at the customer's expense. Point out the fact that this is not a manufacturing defect and is not covered by the new vehicle warranty. If the customer declines to have parts replaced, the service department management must make a notation on the service record that the lack of functionality of seating position with an inoperative buckle was fully explained to the customer. The service department management must advise customer that having a non-functioning buckle in a seating position voids ability to use that seating position (no one should ride in the seat). Also make the customer aware that it may be against the law to ride in a vehicle without wearing a restraint system. 5. If further restraint diagnosis is required, refer to Seat Belt System Operational and Functional Checks in SI. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheel Speed Sensor: > 09-09-40-001A > Feb > 11 > Restraints - Seat Belt Warning Lamp On/Buckling Issues > Page 4860 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheel Speed Sensor: > 09-09-40-001A > Feb > 11 > Restraints - Seat Belt Warning Lamp On/Buckling Issues > Page 4866 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Locations > Component Locations Wheel Speed Sensor: Component Locations LH Front Wheel (RH Similar) LH Rear ABS Wheel Speed Sensor LH Rear ABS Wheel Speed Sensor is located Rear of LH rear Wheel Hub LH Rear Wheel (RH Similar) Wheel Speed Sensors These sensors located on the front steering knuckles and under the wheel bearing dust caps on the rear wheels. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Locations > Component Locations > Page 4869 Wheel Speed Sensor: Connector Locations LH Front Wheel (RH Similar) LH Rear Wheel (RH Similar) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Locations > Component Locations > Page 4870 Wheel Speed Sensor: Harness Locations LH Side Of Engine Compartment RH Side Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Locations > Page 4871 Wheel Speed Sensor: Description and Operation DESCRIPTION These sensors located on the front steering knuckles and under the wheel bearing dust caps on the rear wheels, send a low voltage signal to the EBCM/EBTCM. This signal is produced by rotating a toothed ring around the sensor pole piece, which produces a magnetic field that increases and decreases in magnitude. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Service and Repair > Front Wheel Speed Sensor: Service and Repair Front Fig. 802 Front Wheel Speed Sensor Removal. 1. Raise and support vehicle. 2. Disconnect wheel sensor electrical connector, Fig. 802. 3. Remove sensor attaching bolt, then the sensor from the mounting bracket. 4. Reverse procedure to install, noting the following: a. Ensure sensor is properly aligned and lays flat against bracket bosses, then torque attaching bolt to 9 ft. lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control > Wheel Speed Sensor > Component Information > Service and Repair > Front > Page 4874 Wheel Speed Sensor: Service and Repair Rear Fig. 803 Rear Wheel Bearing & Speed Sensor Removal. 1. Raise and support vehicle, then remove rear wheel and tire assembly. 2. Remove rear brake drum, then disconnect sensor electrical connector, Fig. 803. 3. Remove wheel bearing and sensor attaching nuts and bolts, then bearing and sensor assembly. After bolts are removed, the rear brake assembly will be held in place by the hydraulic pipe. Use care not to bump or exert any force on the brake assembly to prevent any damage to the hydraulic pipe. 4. Reverse procedure to install, noting the following: a. Align bolt holes in wheel bearing and speed sensor assembly, drum brake assembly and rear suspension bracket. b. When installing bolts, rotate axle flange to align large hole with each bolt location, then install bolt while holding nut. c. Torque bolts to 37 ft. lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Clutch Switch > Component Information > Locations > Component Locations Below LH Side Of I/P (Manual) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Clutch Switch > Component Information > Locations > Component Locations > Page 4881 Below LH Side Of I/P (Manual) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Clutch Switch > Component Information > Locations > Page 4882 Clutch Switch: Service and Repair 1. Disconnect clutch switch electrical connector. 2. Remove clutch bracket and switch attaching nuts, then remove switch. 3. Reverse procedure to install. Torque switch attaching nuts to 53 inch lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions Neutral Safety Switch: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 4887 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 4888 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 4889 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 4890 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 4891 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 4892 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 4893 Neutral Safety Switch: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 4894 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 4895 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 4896 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 4897 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 4898 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 4899 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 4900 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 4901 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 4902 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 4903 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 4904 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 4905 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 4906 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 4907 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 4908 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 4909 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 4910 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 4911 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 4912 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 4913 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 4914 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 4915 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 4916 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 4917 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 4918 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Page 4919 Neutral Safety Switch: Description and Operation Fig. 6 Back-up Light/Neutral Start Switch Replacement On vehicles equipped with automatic transmission, the neutral start and back-up light switches are combined into one unit and must be replaced as an assembly. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Neutral Safety Switch > Component Information > Diagrams > Page 4920 Neutral Safety Switch: Service and Repair Fig. 6 Back-up Light/Neutral Start Switch Replacement NOTE: On vehicles equipped with automatic transmission, the neutral start and back-up light switches are combined into one unit and must be replaced as an assembly. 1. Disconnect battery ground cable and shift linkage. 2. Disconnect electrical connector from switch. 3. Remove switch mounting bolts, then switch assembly, Fig. 6. 4. If same switch is to be reinstalled, proceed as follows: a. Place shift shaft in Neutral position. b. Align flats of shift shaft with switch, then install switch. c. Loosely install mounting bolts. d. Insert gauge pin, Fig. 6, in service adjustment hole and rotate switch until pin drops in to a depth of 9 mm (9/64 inch). e. Torque mounting bolts to 18 ft. lbs. 5. If a new switch is to be installed, proceed as follows: a. Place shift shaft in Neutral position. b. Align flats of shift shaft with switch, then install switch. c. If bolt holes do not align with mounting boss on transaxle, verify shift shaft is in Neutral position, do not rotate switch. Switch is pinned in Neutral position. If switch has been rotated and the pin broken, use procedure outlined in step 4. d. Torque mounting bolts to 18 ft. lbs. 6. Verify engine will only start in Park or Neutral positions. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Component Information > Diagrams > Diagram Information and Instructions Battery Cable: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Component Information > Diagrams > Diagram Information and Instructions > Page 4926 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Component Information > Diagrams > Diagram Information and Instructions > Page 4927 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Component Information > Diagrams > Diagram Information and Instructions > Page 4928 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Component Information > Diagrams > Diagram Information and Instructions > Page 4929 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Component Information > Diagrams > Diagram Information and Instructions > Page 4930 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Component Information > Diagrams > Diagram Information and Instructions > Page 4931 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Component Information > Diagrams > Diagram Information and Instructions > Page 4932 Battery Cable: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Component Information > Diagrams > Diagram Information and Instructions > Page 4933 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Component Information > Diagrams > Diagram Information and Instructions > Page 4934 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Component Information > Diagrams > Diagram Information and Instructions > Page 4935 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Component Information > Diagrams > Diagram Information and Instructions > Page 4936 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Component Information > Diagrams > Diagram Information and Instructions > Page 4937 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Component Information > Diagrams > Diagram Information and Instructions > Page 4938 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Component Information > Diagrams > Diagram Information and Instructions > Page 4939 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Component Information > Diagrams > Diagram Information and Instructions > Page 4940 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Component Information > Diagrams > Diagram Information and Instructions > Page 4941 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Component Information > Diagrams > Diagram Information and Instructions > Page 4942 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Component Information > Diagrams > Diagram Information and Instructions > Page 4943 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Component Information > Diagrams > Diagram Information and Instructions > Page 4944 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Component Information > Diagrams > Diagram Information and Instructions > Page 4945 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Component Information > Diagrams > Diagram Information and Instructions > Page 4946 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Component Information > Diagrams > Diagram Information and Instructions > Page 4947 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Component Information > Diagrams > Diagram Information and Instructions > Page 4948 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Component Information > Diagrams > Diagram Information and Instructions > Page 4949 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Component Information > Diagrams > Diagram Information and Instructions > Page 4950 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Component Information > Diagrams > Diagram Information and Instructions > Page 4951 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Component Information > Diagrams > Diagram Information and Instructions > Page 4952 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Component Information > Diagrams > Diagram Information and Instructions > Page 4953 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Component Information > Diagrams > Diagram Information and Instructions > Page 4954 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Component Information > Diagrams > Diagram Information and Instructions > Page 4955 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Component Information > Diagrams > Diagram Information and Instructions > Page 4956 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Component Information > Diagrams > Diagram Information and Instructions > Page 4957 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Technical Service Bulletins > Tools - Released for CS Generator Diagnosis Alternator: Technical Service Bulletins Tools - Released for CS Generator Diagnosis File In Section: 6 - Engine Bulletin No.: 83-64-09 Date: March, 1998 INFORMATION Subject: New Tool J 41450-B, Released for CS Generator Diagnosis Models: 1988-98 Passenger Cars and Light Trucks with CS-Series Generators A new CS-Series Generator Tester, J 41450-B, has been sent to all dealers as part of the Essential Tool Package. This tool will work on all CS-Series generators for past model years. The tool is shown in Figure 1. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Technical Service Bulletins > Tools - Released for CS Generator Diagnosis > Page 4963 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Technical Service Bulletins > Tools - Released for CS Generator Diagnosis > Page 4964 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Technical Service Bulletins > Tools - Released for CS Generator Diagnosis > Page 4965 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Technical Service Bulletins > Tools - Released for CS Generator Diagnosis > Page 4966 Generator Not Operating Properly The charts shown can be used in place of the diagnostic procedures in previous Service Manuals when this new tool is used. This information will be included in the 1999 Service Manual. Inspect the following before testing the generator: ^ The battery. Make sure the vehicle battery is in good condition and fully charged. Refer to Battery Load Test. ^ The built in hydrometer in the battery. The green eye must be showing in the hydrometer. ^ The voltage across the battery terminals with all the loads OFF should be above 12 V. Refer to Battery Load Test. ^ Make sure the battery connections are clean and tight. ^ The drive belt for damage or looseness. ^ The wiring harness at the generator. Make sure the harness connector is tight and latched. Make sure the output terminal of the generator is connected to the vehicle battery (positive) generator lead. ^ All the charging system related fuses and electrical connections for damage or looseness. Refer to the starter and charging system schematics. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Technical Service Bulletins > Page 4967 Alternator: Specifications Alternator Model [06] ........................................................................................................................... ..................................................................... CS-130 Rated Hot Output Amps ................................... .............................................................................................................................................................. .. 100 [06] Service part identification code K60 (100 amp. alternator). Refer to the service parts identification label located on the deck lid or the spare tire cover. Alternator Model [07] ........................................................................................................................... ..................................................................... CS-130 Rated Hot Output Amps ................................... .............................................................................................................................................................. .. 105 [07] Service part identification code K68 (105 amp. alternator). Refer to the service parts identification label located on the deck lid or the spare tire cover. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions Alternator: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 4970 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 4971 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 4972 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 4973 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 4974 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 4975 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 4976 Alternator: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 4977 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 4978 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 4979 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 4980 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 4981 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 4982 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 4983 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 4984 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 4985 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 4986 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 4987 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 4988 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 4989 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 4990 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 4991 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 4992 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 4993 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 4994 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 4995 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 4996 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 4997 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 4998 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 4999 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 5000 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 5001 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Diagram Information and Instructions > Page 5002 Harness Connector Faces: Generator Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Page 5003 Alternator: Service Precautions 1. Be certain that battery polarity is correct when servicing units. Reversed battery polarity will damage rectifiers and regulators. 2. If booster battery is used for starting, be sure to use correct polarity in hook up. 3. When a fast charger is used to charge a vehicle battery, the vehicle battery cables should be disconnected unless the fast charger is equipped with a special Alternator Protector, in which case the vehicle battery cables need not be disconnected. Also the fast charger should never be used to start a vehicle as damage to rectifiers will result. 4. Unless the system includes a load relay or field relay, grounding the alternator output terminal will damage the alternator and/or circuits. This is true even when the system is not in operation since no circuit breaker is used and the battery is applied to the alternator output terminal at all times. The field or load relay acts as a circuit breaker in that it is controlled by the ignition switch. 5. Before making any on vehicle tests of the alternator or regulator, the battery should be checked and the circuit inspected for faulty wiring or insulation. loose or corroded connections and poor ground circuits. 6. Check alternator belt tension to be sure the belt is tight enough to prevent slipping under load. 7. The ignition switch should be off and the battery ground cable disconnected before making any test connections to prevent damage to the system. 8. The vehicle battery must be fully charged or a fully charged battery may be installed for test purposes. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Page 5004 Alternator: Description and Operation Fig. 1 Exploded View Of CS Type Alternator Rotor Drive End Fig. 2 Exploded View Of CS Type Alternator Slip Ring End Components Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Page 5005 DESCRIPTION The CS alternator is available in three sizes: CS-121, CS-130, CS-130D and CS-144. The numerals denote the outer diameter of the stator laminations in millimeters and the letters CS stand for charging system. The CS-144 can be serviced. The CS-121 and CS-130 series are serviced as an assembly only. The CS alternators, Fig. 1 and 2 , use a new type regulator and a diode trio is not used. A delta stator, rectifier bridge, and rotor with slip rings and brushes are electrically similar to earlier alternators. A conventional fan mounted next to the pulley pulls air through the assembly for cooling. An internal fan mounted on the rotor pulls air through the slip ring end frame to cool rectifier, bridge and regulator. Air is expelled through openings in the end frame. No periodic maintenance is required. OPERATION CS-130 and CS-144 alternators may be used with only two connections. The battery positive BAT terminal must be connected to a battery during operation. The second required connection is through the indicator light, or a suitable external resistor to L terminal of the regulator which serves to turn unit On at start up. Three other regulator terminals are available for optional use in vehicle systems. The P terminal is connected to the stator, and may be connected to a tachometer or other device. The F terminal is connected internally to field positive, and may be used as a fault indicator. The S terminal may be connected externally to a voltage, such as battery voltage, to sense voltage to be controlled. The regulator voltage setting varies with temperature, and limits system voltage by controlling rotor field current. Unlike others regulators, this regulator switches field current On and Off at a fixed frequency about 400 cycles per second. By varying On-Off time, correct average field current is obtained to provide proper system voltage. At high speeds, the On time may be 10% and Off time 90%. At low speeds with high electrical loads, On-Off time may be 90% and 10% respectively. Alternator systems on some applications are controlled by a Body Control Module (BCM). If cause of a system malfunction cannot be determined using the following test procedure, a problem in the electronic control system is indicated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Diagrams > Page 5006 Alternator: Testing and Inspection If charge indicator light works abnormally, perform the following test procedure: 1. Visually check belt and wiring. 2. With engine control switch ON and engine stopped, charge indicator lamp should be on. If lamp is not on, detach wiring harness at generator and ground "L" terminal. If lamp lights, generator is faulty. If lamp does not light, locate open circuit between grounding lead and ignition switch and check for a faulty bulb. 3. With engine control switch ON and engine running at a moderate speed, charge indicator lamp should be off. If lamp is not off, detach wiring harness at generator. If lamp goes off, generator is faulty. If lamp stays on, check for grounded "L" terminal in wire harness. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Clutch Switch > Component Information > Locations > Component Locations Below LH Side Of I/P (Manual) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Clutch Switch > Component Information > Locations > Component Locations > Page 5012 Below LH Side Of I/P (Manual) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Clutch Switch > Component Information > Locations > Page 5013 Clutch Switch: Service and Repair 1. Disconnect clutch switch electrical connector. 2. Remove clutch bracket and switch attaching nuts, then remove switch. 3. Reverse procedure to install. Torque switch attaching nuts to 53 inch lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Key > Component Information > Technical Service Bulletins > Locks - Key Code Security Rules and Information Key: Technical Service Bulletins Locks - Key Code Security Rules and Information INFORMATION Bulletin No.: 10-00-89-010 Date: May 27, 2010 Subject: Key Code Security Rules and Information on GM KeyCode Look-Up Application (Canada Only) Models: 2011 and Prior GM Passenger Cars and Trucks 2010 and Prior HUMMER H2, H3 2009 and Prior Saturn and Saab 2002 and Prior Isuzu Attention: This bulletin has been created to address potential issues and questions regarding KeyCode security. This bulletin should be read by all parties involved in KeyCode activity, including dealer operator, partner security coordinator, sales, service and parts departments. A copy of this bulletin should be printed and maintained in the parts department for use as a reference. Important U.S. dealers should refer to Corporate Bulletin Number 10-00-89-009. Where Are Key Codes Located? General Motors provides access to KeyCodes through three sources when a vehicle is delivered to a dealer. Vehicle KeyCodes are located on the original vehicle invoice to the dealership. There is a small white bar coded tag sent with most new vehicles that also has the key code printed on it. Dealerships should make a practice of comparing the tag's keycode numbers to the keycode listed on the invoice. Any discrepancy should be reported immediately to the GM of Canada Key Code Inquiry Desk. Remember to remove the key tag prior to showing vehicles to potential customers. The third source for Key codes is through the GM KeyCode Look-Up feature within the OEConnection D2DLink application. KeyCode Look-Up currently goes back 17 previous model years from the current model year. When a vehicle is received by the dealership, care should be taken to safeguard the original vehicle invoice and KeyCode tag provided with the vehicle. Potential customers should not have access to the invoice or this KeyCode tag prior to the sale being completed. After a sale has been completed, the KeyCode information belongs to the customer and General Motors. Tip Only the original invoice contains key code information, a re-printed invoice does not. GM KeyCode Look-Up Application for GM of Canada Dealers All dealers should review the General Motors of Canada KeyCode Look-Up Policies and Procedures (Service Policy & Procedures Manual Section 3.1.6 "Replacement of VIN plates & keys"). Please note that the KeyCode Access site is restricted. Only authorized users should be using this application. Please see your Parts Manager for site authorized users. KeyCode Look-Up currently goes back 17 years from current model year. Important notes about security: - Users may not access the system from multiple computers simultaneously. - Users may only request one KeyCode at a time. - KeyCode information will only be available on the screen for 2 minutes. - Each user is personally responsible for maintaining and protecting their password. - Never share your password with others. - User Id's are suspended after 6 consecutive failed attempts. - User Id's are disabled if not used for 90 days. - Processes must be in place for regular dealership reviews. - The Parts Manager (or assigned management) must have processes in place for employee termination or life change events. Upon termination individuals access must be turned off immediately and access should be re-evaluated upon any position changes within the dealership. - If you think your password or ID security has been breached, contact Dealer Systems Support at 1-800-265-0573. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Key > Component Information > Technical Service Bulletins > Locks - Key Code Security Rules and Information > Page 5018 Each user will be required to accept the following agreement each time the KeyCode application is used. Key Code User Agreement - Key codes are proprietary information belonging to General Motors Corporation and to the vehicle owner. - Unauthorized access to, or use of, key code information is unlawful and may subject the user to criminal and civil penalties. - This information should be treated as strictly confidential and should not be disclosed to anyone unless authorized. I will ensure that the following information is obtained prior to releasing any Key Code information: 1. Government issued picture ID (Drivers License) 2. Registration or other proof of ownership. Registration should have normal markings from the Province that issued the registration and possibly the receipt for payment recorded as well. Important - GM takes this agreement seriously. Each user must be certain of vehicle ownership before giving out key codes. - When the ownership of the vehicle is in doubt, dealership personnel should not provide the information. Key code requests should never be received via a fax or the internet and key codes should never be provided to anyone in this manner. A face to face contact with the owner of the vehicle is the expected manner that dealers will use to release a key code or as otherwise stipulated in this bulletin or other materials. - Key codes should NEVER be sent via a fax or the internet. - Each Dealership should create a permanent file to document all KeyCode Look Up transactions. Requests should be filed by VIN and in each folder retain copies of the following: - Government issued picture ID (Drivers License) - Registration or other proof of ownership. - Copy of the paid customer receipt which has the name of the employee who cut and sold the key to the customer. - Do not put yourself or your Dealership in the position of needing to "explain" a KeyCode Look Up to either GM or law enforcement officials. - Dealership Management has the ability to review all KeyCode Look-Up transactions. - Dealership KeyCode documentation must be retained for two years. Frequently Asked Questions (FAQs) for GM of Canada Dealers How do I request a KeyCode for customer owned vehicle that is not registered? Scrapped, salvaged or stored vehicles that do not have a current registration should still have the ownership verified by requesting the vehicle title, current insurance policy and / or current lien holder information from the customers financing source. If you cannot determine if the customer is the owner of the vehicle, do not provide the key code information. In these cases, a short description of the vehicle (scrapped, salvaged, etc.) and the dealership location should be kept on file. Any clarifying explanation should be entered into the comments field. How do I document a KeyCode request for a vehicle that is being repossessed? The repossessor must document ownership of the vehicle by providing a court ordered repossession order and lien-holder documents prior to providing key code information. Copies of the repossessors Drivers License and a business card should be retained by the dealership for documentation. What do I do if the registration information is locked in the vehicle? Every effort should be made to obtain complete information for each request. Each Dealership will have to decide on a case by case basis if enough information is available to verify the customer's ownership of the vehicle. Other forms of documentation include vehicle title, insurance policy, and or current lien information from the customers financing source. Dealership Management must be involved in any request without complete information. If you cannot determine if the customer is the owner of the vehicle, do not provide the key code information. Can I get a print out of the information on the screen? It is important to note that the Key Code Look Up Search Results contain sensitive and/or proprietary information. For this reason GM recommends against printing it. If the Search Results must be printed, store and/or dispose of the printed copy properly to minimize the risk of improper or illegal use. Who in the dealership has access to the KeyCode application? Dealership Parts Manager (or assigned management) will determine, and control, who is authorized to access the KeyCode Look Up application. However, we anticipate that dealership parts and service management will be the primary users of the application. The KeyCode Look Up application automatically tracks each user activity session. Information tracked by the system includes: User name, User ID, all other entered data and the date/time of access. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Key > Component Information > Technical Service Bulletins > Locks - Key Code Security Rules and Information > Page 5019 What if I input the VIN incorrectly? If an incorrect VIN is entered into the system (meaning that the system does not recognize the VIN or that the VIN has been entered incorrectly) the system will return an error message. If I am an authorized user for the KeyCode application, can I access the application from home? Yes. What if I suspect key code misuse? Your dealership should communicate the proper procedures for requesting key codes. Any suspicious activity either within the dealership or externally should be reported to Dealer Systems Support at 1-800-265-0573 or GM of Canada Key Code Inquiry Desk at 1-905-644-4892. Whose key codes can I access through the system? At this time the following Canadian vehicle codes are available through the system: Chevrolet, Cadillac, Buick, Pontiac, GMC, HUMMER (H2 and H3 only), Oldsmobile, Saturn, Saab and Isuzu (up to 2002 model year) for a maximum of 17 model years. What should I do if I enter a valid VIN and the system does not produce any key code information? Occasionally, the KeyCode Look Up application may not produce a key code for a valid VIN. This may be the result of new vehicle information not yet available. In addition, older vehicle information may have been sent to an archive status. If you do not receive a key code returned for valid VIN, you should contact GM of Canada Key Code Inquiry Desk at 1-905-644-4892. How do I access KeyCodes if the KeyCode Look-up system is down? If the KeyCode Look-up system is temporarily unavailable, you can contact the original selling dealer who may have it on file or contact GM of Canada Key Code Inquiry Desk at 1-905-644-4892. If the customer is dealing with an emergency lock-out situation, you need to have the customer contact Roadside assistance, OnStar if subscribed, or 911. What should I do if the KeyCode from the look-up system does not work on the vehicle? On occasion a dealer may encounter a KeyCode that will not work on the vehicle in question. In cases where the KeyCode won't work you will need to verify with the manufacturer of the cutting equipment that the key has been cut correctly. If the key has been cut correctly you may be able to verify the proper KeyCode was given through the original selling dealer. When unable to verify the KeyCode through the original selling dealer contact GM of Canada Key Code Inquiry Desk at 1-905-644-4892. If the key has been cut correctly and the code given does not work, the lock cylinder may have been changed. In these situations following the proper SI document for recoding a key or replacing the lock cylinder may be necessary. How long do I have to keep KeyCode Records? Dealership KeyCode documentation must be retained for two years. Can I get a KeyCode changed in the Look-Up system? Yes, KeyCodes can be changed in the Look-Up system if a lock cylinder has been changed. Contact GM of Canada Key Code Inquiry Desk at 1-905-644-4892. What information do I need before I can provide a driver of a company fleet vehicle Keys or KeyCode information? The dealership should have a copy of the individual's driver's license, proof of employment and registration. If there is any question as to the customer's employment by the fleet company, the dealer should attempt to contact the fleet company for verification. If there is not enough information to determine ownership and employment, this information should not be provided. How do I document a request from an Independent Repair facility for a KeyCode or Key? The independent must provide a copy of their driver's license, proof of employment and signed copy of the repair order for that repair facility. The repair order must include customer's name, address, VIN, city, province and license plate number. Copies of this information must be included in your dealer KeyCode file. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Key > Component Information > Technical Service Bulletins > Locks - Key Code Security Rules and Information > Page 5020 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions Neutral Safety Switch: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 5025 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 5026 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 5027 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 5028 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 5029 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 5030 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 5031 Neutral Safety Switch: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 5032 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 5033 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 5034 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 5035 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 5036 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 5037 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 5038 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 5039 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 5040 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 5041 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 5042 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 5043 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 5044 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 5045 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 5046 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 5047 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 5048 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 5049 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 5050 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 5051 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 5052 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 5053 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 5054 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 5055 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 5056 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Page 5057 Neutral Safety Switch: Description and Operation Fig. 6 Back-up Light/Neutral Start Switch Replacement On vehicles equipped with automatic transmission, the neutral start and back-up light switches are combined into one unit and must be replaced as an assembly. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Neutral Safety Switch > Component Information > Diagrams > Page 5058 Neutral Safety Switch: Service and Repair Fig. 6 Back-up Light/Neutral Start Switch Replacement NOTE: On vehicles equipped with automatic transmission, the neutral start and back-up light switches are combined into one unit and must be replaced as an assembly. 1. Disconnect battery ground cable and shift linkage. 2. Disconnect electrical connector from switch. 3. Remove switch mounting bolts, then switch assembly, Fig. 6. 4. If same switch is to be reinstalled, proceed as follows: a. Place shift shaft in Neutral position. b. Align flats of shift shaft with switch, then install switch. c. Loosely install mounting bolts. d. Insert gauge pin, Fig. 6, in service adjustment hole and rotate switch until pin drops in to a depth of 9 mm (9/64 inch). e. Torque mounting bolts to 18 ft. lbs. 5. If a new switch is to be installed, proceed as follows: a. Place shift shaft in Neutral position. b. Align flats of shift shaft with switch, then install switch. c. If bolt holes do not align with mounting boss on transaxle, verify shift shaft is in Neutral position, do not rotate switch. Switch is pinned in Neutral position. If switch has been rotated and the pin broken, use procedure outlined in step 4. d. Torque mounting bolts to 18 ft. lbs. 6. Verify engine will only start in Park or Neutral positions. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Starter Drive/Bendix > Component Information > Testing and Inspection > Drive Clutch Failure - A/C Delco Starter Drive/Bendix: Testing and Inspection Drive Clutch Failure - A/C Delco The overrunning clutch type drive seldom becomes so worn that it fails to engage since it is directly activated by a fork and lever. The only thing that is likely to happen is that, once engaged, it will not turn the engine because the clutch itself is worn out. A much more frequent difficulty and one that rapidly wears ring gear and teeth is partial engagement. Proper meshing of the pinion is controlled by the end clearance between the pinion gear and the starter housing or pinion stop, if used. On some starters, the solenoids are completely enclosed in the starter housing and the pinion clearance is not adjustable. If the clearance is not correct, the starter must be disassembled and checked for excessive wear of solenoid linkage, shift lever mechanism, or improper assembly of parts. Failure of the overrunning clutch drive to disengage is usually caused by binding between the armature shaft and the drive. If the drive, particularly the clutch, shows signs of overheating it indicates that it is not disengaging immediately after the engine starts. If the clutch is forced to overrun too long, it overheats and turns a bluish color. For the cause of the binding, look for rust or gum between the armature shaft and the drive, or for burred splines. Excess oil on the drive will lead to gumming, and inadequate air circulation in the flywheel housing will cause rust. Overrunning clutch drives cannot be overhauled in the field so they must be replaced. In cleaning, never soak them in a solvent because the solvent may enter the clutch and dissolve the sealed-in lubricant. Wipe them off lightly with kerosene and lubricate them sparingly with SAE 10 or 10W oil. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Starter Drive/Bendix > Component Information > Testing and Inspection > Drive Clutch Failure - A/C Delco > Page 5064 Starter Drive/Bendix: Testing and Inspection Drive Failure - A/C Delco When a Bendix type drive doesn't engage the cause usually is one of three things: either the drive spring is broken, one of the drive spring bolts has sheared off, or the screw shaft threads won't allow the pinion to travel toward the flywheel. In the first two cases, remove the drive by unscrewing the setscrew under the last coil of the drive spring and replace the broken parts. Gummed or rusty screw shaft threads are fairly common causes of Bendix drive failure and are easily cleaned with a little kerosene or steel wool, depending on the trouble. Here again, as in the case of overrunning clutch drives, use light oil sparingly, and be sure the flywheel housing has adequate ventilation. There is usually a breather hole in the bottom of the flywheel housing which should be open. The failure of a Bendix drive to disengage or to mesh properly is most often caused by gummed or rusty screw shaft threads. When this is not true, look for mechanical failure within the drive itself. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Starter Drive/Bendix > Component Information > Testing and Inspection > Drive Clutch Failure - A/C Delco > Page 5065 Starter Drive/Bendix: Testing and Inspection Starter Drive Troubles - AC Delco Starter drive troubles are easy to diagnose and they usually cannot be confused with ordinary starter difficulties. If the starter does not turn over at all or if it drags, look for trouble in the starter or electrical supply system. Concentrate on the starter drive or ring gear if the starter is noisy, if it turns but does not engage the engine, or if the starter won't disengage after the engine is started. After the starter is removed, the trouble can usually be located quickly. Worn or chipped ring gear or starter pinion are the usual causes of noisy operation. Before replacing either or both of these parts try to find out what caused the damage. With the Bendix type drive, incomplete engagement of the pinion with the ring gear is a common cause of tooth damage. The wrong pinion clearance on starter drives of the overrunning clutch type leads to poor meshing of the pinion and ring gear and too rapid tooth wear. A less common cause of noise with either type of drive is a bent starter armature shaft. When this shaft is bent, the pinion gear alternately binds and then only partly meshes with the ring gear. Most manufacturers specify a maximum of 0.003 inch radial runout on the armature shaft. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Locations LH Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions Starter Solenoid: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5071 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5072 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5073 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5074 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5075 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5076 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5077 Starter Solenoid: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5078 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5079 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5080 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5081 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5082 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5083 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5084 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5085 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5086 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5087 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5088 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5089 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5090 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5091 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5092 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5093 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5094 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5095 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5096 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5097 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5098 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5099 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5100 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5101 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Diagram Information and Instructions > Page 5102 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information > Diagrams > Page 5103 Starter Solenoid: Description and Operation DESCRIPTION The solenoid switch on a cranking motor not only closes the circuit between the battery and the cranking motor but also shifts the drive pinion into mesh with the engine flywheel ring gear. This is done by means of a linkage between the solenoid switch plunger and the shift lever on the cranking motor. OPERATION There are two windings in the solenoid; a pull-in winding and a hold-in winding. Both windings are energized when the external control switch is closed. They produce a magnetic field which pulls the plunger in so that the drive pinion is shifted into mesh, and the main contacts in the solenoid switch are closed to connect the battery directly to the cranking motor. Closing the main switch contacts shorts out the pull-in winding since this winding is connected across the main contacts. The magnetism produced by the hold-in winding is sufficient to hold the plunger in, and shorting out the pull-in winding reduces drain on the battery. When the control switch is opened, it disconnects the hold-in winding from the battery. When the hold-in winding is disconnected from the battery, the shift lever spring withdraws the plunger from the solenoid, opening the solenoid switch contacts and at the same time withdrawing the drive pinion from mesh. Proper operation of the switch depends on maintaining a definite balance between the magnetic strength of the pull-in and hold-in windings. This balance is established in the design by the size of the wire and the number of turns specified. An open circuit in the hold-in winding or attempts to crank with a discharged battery will cause the switch to chatter. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Specifications Circuit Breaker: Specifications Fuse Block Details: Front View Of Fuse Block Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Specifications > Page 5108 Fuse Block Details: Description Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Locations > DRL-In-Line Fuse Circuit Breaker: Locations DRL-In-Line Fuse DRL-In-Line Fuse is located LH rear of Engine Compartment, near EBCM DRL-In-Line Fuse is located LH rear of Engine Compartment, near EBCM Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Locations > DRL-In-Line Fuse > Page 5111 Circuit Breaker: Locations Front View of Fuse Block Fuse Block Details: Front View Of Fuse Block Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Locations > DRL-In-Line Fuse > Page 5112 Fuse Block Details: Description Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Locations > DRL-In-Line Fuse > Page 5113 Circuit Breaker: Locations Fuse Block Behind LH Side Of I/P Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Locations > DRL-In-Line Fuse > Page 5114 Below LH Side Of I/P (Manual) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Locations > DRL-In-Line Fuse > Page 5115 LH Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Locations > DRL-In-Line Fuse > Page 5116 LH Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions Circuit Breaker: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5119 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5120 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5121 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5122 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5123 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5124 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5125 Circuit Breaker: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5126 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5127 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5128 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5129 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5130 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5131 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5132 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5133 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5134 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5135 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5136 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5137 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5138 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5139 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5140 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5141 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5142 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5143 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5144 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5145 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5146 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5147 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5148 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5149 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5150 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5151 Circuit Breaker: Electrical Diagrams Fuse Block Details: WDO Circuit Breaker And HTR-A/C Fuse (Part 1 Of 2) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5152 Fuse Block Details: WDO Circuit Breaker And HTR-A/C Fuse (Part 2 Of 2) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5153 Fuse Block Details: RDO 1 Fuse, S/LP Fuse, And PWR ACC Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Page 5154 Circuit Breaker: Application and ID Fuse Block Details: Front View Of Fuse Block Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Page 5155 Fuse Block Details: Description Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Convenience Center <--> [Electrical Accessory Panel] > Component Information > Locations Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Convenience Center <--> [Electrical Accessory Panel] > Component Information > Diagrams > Harness Connector Harness Connector Faces: Convenience Center Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Convenience Center <--> [Electrical Accessory Panel] > Component Information > Diagrams > Harness Connector > Page 5161 Harness Connector Faces: Convenience Center (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse > Component Information > Technical Service Bulletins > Electrical - Aftermarket Fuse Warning Fuse: Technical Service Bulletins Electrical - Aftermarket Fuse Warning Bulletin No.: 07-08-45-002 Date: September 05, 2007 ADVANCED SERVICE INFORMATION Subject: Service Alert: Concerns With Aftermarket Fuses in GM Vehicles Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2008 and Prior HUMMER H2, H3 2008 and Prior Saab 9-7X Concerns with Harbor Freight Tools "Storehouse" Branded Blade Type Fuses General Motors has become aware of a fuse recall by Harbor Freight Tools/Storehouse for a variety of aftermarket fuses. In two cases, these fuses have not provided protection for the wiring system of the vehicles they were customer installed in. Upon testing the 15 amp version, it was found that the fuse still would not "open" when shorted directly across the battery terminals. How to Identify These Fuses Packed in a 120 piece set, the fuse has a translucent, hard plastic, blue body with the amperage stamped into the top. There are no white painted numbers on the fuse to indicate amperage. There are no identifying marks on the fuse to tell who is making it. The fuses are known to be distributed by Harbor Freight Tools but there may be other marketers, and packaging of this style of fuse. It would be prudent to replace these fuses if found in a customers vehicle. Likewise, if wiring overheating is found you should check the fuse panel for the presence of this style of fuse. All GM dealers should use genuine GM fuses on the vehicles they service. You should also encourage the use of GM fuses to your customers to assure they are getting the required electrical system protection. GM has no knowledge of any concerns with other aftermarket fuses. If additional information becomes available, this bulletin will be updated. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse > Component Information > Technical Service Bulletins > Page 5166 Fuse: Specifications Fuse Block Details: Front View Of Fuse Block Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse > Component Information > Technical Service Bulletins > Page 5167 Fuse Block Details: Description Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse > Component Information > Locations > Fuse Rating - Front View of Fuse Block Fuse: Locations Fuse Rating - Front View of Fuse Block Fuse Block Details: Front View Of Fuse Block Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse > Component Information > Locations > Fuse Rating - Front View of Fuse Block > Page 5170 Fuse Block Details: Description Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse > Component Information > Locations > Fuse Rating - Front View of Fuse Block > Page 5171 Fuse: Locations DRL-In-Line Fuse DRL-In-Line Fuse is located LH rear of Engine Compartment, near EBCM DRL-In-Line Fuse is located LH rear of Engine Compartment, near EBCM Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse > Component Information > Locations > Fuse Rating - Front View of Fuse Block > Page 5172 Fuse: Locations Fuse Block Behind LH Side Of I/P Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse > Component Information > Locations > Fuse Rating - Front View of Fuse Block > Page 5173 Below LH Side Of I/P (Manual) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse > Component Information > Locations > Fuse Rating - Front View of Fuse Block > Page 5174 LH Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse > Component Information > Locations > Fuse Rating - Front View of Fuse Block > Page 5175 LH Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse > Component Information > Locations > Page 5176 Fuse: Application and ID Fuse Block Details: Front View Of Fuse Block Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse > Component Information > Locations > Page 5177 Fuse Block Details: Description Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Locations > Component Locations Fuse Block: Component Locations The fuse panel is located on the left side of the instrument panel. To gain access to the panel, pivot access door downward. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Locations > Component Locations > Page 5182 Fuse Block: Fuse and Fusible Link Locations Behind LH Side Of I/P Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Locations > Component Locations > Page 5183 Below LH Side Of I/P (Manual) Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Locations > Component Locations > Page 5184 Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions Fuse Block: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5187 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5188 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5189 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5190 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5191 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5192 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5193 Fuse Block: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5194 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5195 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5196 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5197 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5198 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5199 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5200 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5201 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5202 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5203 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5204 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5205 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5206 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5207 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5208 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5209 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5210 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5211 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5212 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5213 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5214 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5215 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5216 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5217 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5218 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5219 Fuse Block: Electrical Diagrams Fuse Block Details: Gages Fuse, F/P Fuse, Turn B/U Fuse And ECM Fuse (Part 1 Of 2) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5220 Fuse Block Details: Gages Fuse, F/P Fuse, Turn B/U Fuse And ECM Fuse (Part 2 Of 2) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5221 Fuse Block Details: WDO Circuit Breaker And HTR-A/C Fuse (Part 1 Of 2) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5222 Fuse Block Details: WDO Circuit Breaker And HTR-A/C Fuse (Part 2 Of 2) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5223 Fuse Block Details: Wiper Fuse, Cruise Fuse, RDO 2 Fuse And CIG LTR Fuse Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5224 Fuse Block Details: RDO 1 Fuse, S/LP Fuse, And PWR ACC Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5225 Fuse Block Details: CTSY Fuse (Coupe, Sedan And Station Wagon) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5226 Fuse Block Details: CTSY Fuse (Convertible) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Page 5227 Fuse Block: Application and ID Fuse Block Details: Front View Of Fuse Block Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Page 5228 Fuse Block Details: Description Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fusible Link > Component Information > Locations > Fusible Link D LH Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fusible Link > Component Information > Locations > Fusible Link D > Page 5233 LH Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Grounding Point > Component Information > Technical Service Bulletins > Electrical - Information For Electrical Ground Repair Grounding Point: Technical Service Bulletins Electrical - Information For Electrical Ground Repair INFORMATION Bulletin No.: 10-08-45-001B Date: October 25, 2010 Subject: Information for Electrical Ground Repair - Use New Replacement Fasteners with Conductive Finish Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add the 2011 model year and update the Warranty Information. Please discard Corporate Bulletin Number 10-08-45-001A (Section 08 - Body and Accessories). Electrical Ground Repair Overview Proper electrical system function relies on secure, stable and corrosion-free electrical ground connections. Loose, stripped, or corroded connections increase the possibility of improper system function and loss of module communication. These conditions may also lead to unnecessary repairs and component replacement. In general, electrical ground connections are accomplished using one, or a combination of the following attachment methods: - Welded M6 stud and nut - Welded M6 nut and bolt - Welded M8 nut and bolt Determine which attachment method is used and perform the appropriate or alternative repair as described in this bulletin. M6 Weld Stud Replacement Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. Select a location adjacent the damaged or missing M6 ground stud having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 3. Drill a 10 mm (0.40 in) diameter hole through the panel. 4. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Grounding Point > Component Information > Technical Service Bulletins > Electrical - Information For Electrical Ground Repair > Page 5238 Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 5. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 6. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 7. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 8. Ensure the rivet stud is securely fastened, WITHOUT ANY detectable movement. 9. Completely wrap the threads of the rivet stud with painters tape or equivalent. Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 10. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 11. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 12. Remove the painters tape or equivalent from the rivet stud threads. 13. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 14. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Grounding Point > Component Information > Technical Service Bulletins > Electrical - Information For Electrical Ground Repair > Page 5239 15. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 16. Install the electrical ground wire terminal to the rivet stud. 17. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 18. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in). 19. Verify proper system operation. M6 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M6 weld nut at the electrical ground location is damaged or stripped, a M7 conductive self-threading bolt may be used to secure the ground wire terminal. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the weld nut and allow to dry. 3. Remove any loose metal particles from the damaged or stripped weld nut with a stiff brush. 4. Select a M7 conductive self-threading bolt. Refer to the Parts Information section of this bulletin 5. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M7 conductive self-threading bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 6. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 7. Install the electrical ground wire terminal to the M7 conductive self-threading bolt. 8. Install the M7 conductive self-threading bolt and: Tighten Tighten to 9 Nm (80 lb in). 9. Verify proper system operation. M6 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the electrical ground location is accessible from both sides of the panel, a M6 conductive bolt and a M6 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the damaged M6 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 8.5 mm (0.33 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 8.5 mm (0.33 in) hole until bare metal is visible. 6. Select a M6 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M6 conductive bolt to the ground location. 10. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M6 conductive nut to the bolt and: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Grounding Point > Component Information > Technical Service Bulletins > Electrical - Information For Electrical Ground Repair > Page 5240 Tighten Tighten to 8 Nm (71 lb in). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is accessible from both sides of the panel, a M8 conductive bolt and a M8 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. 6. Select a M8 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M8 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M8 conductive bolt to the ground location. 10. Select a M8 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M8 conductive nut to the bolt and: Tighten Tighten to 22 Nm (16 lb ft). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is not accessible from both sides of the panel, a M6 conductive rivet stud and a M6 conductive nut may be used to secure the electrical ground wire terminal. 2. Select a location adjacent the damaged M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Grounding Point > Component Information > Technical Service Bulletins > Electrical - Information For Electrical Ground Repair > Page 5241 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) until bare metal is visible. Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 6. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 7. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 8. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 9. Ensure the new rivet stud is securely fastened, WITHOUT ANY detectable movement. 10. Completely wrap the threads of the rivet stud with painters tape or equivalent. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Grounding Point > Component Information > Technical Service Bulletins > Electrical - Information For Electrical Ground Repair > Page 5242 Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the electrical ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 11. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 12. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 13. Remove the painters tape or equivalent from the rivet stud threads. 14. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 15. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 16. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 17. Install the electrical ground wire terminal to the M6 conductive rivet stud. 18. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 19. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in) 20. Verify proper system operation. Parts Information Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Grounding Point > Component Information > Technical Service Bulletins > Electrical - Information For Electrical Ground Repair > Page 5243 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > Customer Interest: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules Wiring Harness: Customer Interest Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > Customer Interest: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 5252 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > Customer Interest: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 5253 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > Customer Interest: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 5254 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules Wiring Harness: All Technical Service Bulletins Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 5260 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 5261 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 5262 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 10-08-45-001B > Oct > 10 > Electrical Information For Electrical Ground Repair Wiring Harness: All Technical Service Bulletins Electrical - Information For Electrical Ground Repair INFORMATION Bulletin No.: 10-08-45-001B Date: October 25, 2010 Subject: Information for Electrical Ground Repair - Use New Replacement Fasteners with Conductive Finish Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add the 2011 model year and update the Warranty Information. Please discard Corporate Bulletin Number 10-08-45-001A (Section 08 - Body and Accessories). Electrical Ground Repair Overview Proper electrical system function relies on secure, stable and corrosion-free electrical ground connections. Loose, stripped, or corroded connections increase the possibility of improper system function and loss of module communication. These conditions may also lead to unnecessary repairs and component replacement. In general, electrical ground connections are accomplished using one, or a combination of the following attachment methods: - Welded M6 stud and nut - Welded M6 nut and bolt - Welded M8 nut and bolt Determine which attachment method is used and perform the appropriate or alternative repair as described in this bulletin. M6 Weld Stud Replacement Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. Select a location adjacent the damaged or missing M6 ground stud having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 3. Drill a 10 mm (0.40 in) diameter hole through the panel. 4. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 10-08-45-001B > Oct > 10 > Electrical Information For Electrical Ground Repair > Page 5267 Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 5. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 6. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 7. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 8. Ensure the rivet stud is securely fastened, WITHOUT ANY detectable movement. 9. Completely wrap the threads of the rivet stud with painters tape or equivalent. Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 10. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 11. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 12. Remove the painters tape or equivalent from the rivet stud threads. 13. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 14. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 10-08-45-001B > Oct > 10 > Electrical Information For Electrical Ground Repair > Page 5268 15. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 16. Install the electrical ground wire terminal to the rivet stud. 17. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 18. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in). 19. Verify proper system operation. M6 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M6 weld nut at the electrical ground location is damaged or stripped, a M7 conductive self-threading bolt may be used to secure the ground wire terminal. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the weld nut and allow to dry. 3. Remove any loose metal particles from the damaged or stripped weld nut with a stiff brush. 4. Select a M7 conductive self-threading bolt. Refer to the Parts Information section of this bulletin 5. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M7 conductive self-threading bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 6. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 7. Install the electrical ground wire terminal to the M7 conductive self-threading bolt. 8. Install the M7 conductive self-threading bolt and: Tighten Tighten to 9 Nm (80 lb in). 9. Verify proper system operation. M6 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the electrical ground location is accessible from both sides of the panel, a M6 conductive bolt and a M6 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the damaged M6 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 8.5 mm (0.33 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 8.5 mm (0.33 in) hole until bare metal is visible. 6. Select a M6 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M6 conductive bolt to the ground location. 10. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M6 conductive nut to the bolt and: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 10-08-45-001B > Oct > 10 > Electrical Information For Electrical Ground Repair > Page 5269 Tighten Tighten to 8 Nm (71 lb in). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is accessible from both sides of the panel, a M8 conductive bolt and a M8 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. 6. Select a M8 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M8 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M8 conductive bolt to the ground location. 10. Select a M8 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M8 conductive nut to the bolt and: Tighten Tighten to 22 Nm (16 lb ft). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is not accessible from both sides of the panel, a M6 conductive rivet stud and a M6 conductive nut may be used to secure the electrical ground wire terminal. 2. Select a location adjacent the damaged M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 10-08-45-001B > Oct > 10 > Electrical Information For Electrical Ground Repair > Page 5270 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) until bare metal is visible. Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 6. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 7. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 8. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 9. Ensure the new rivet stud is securely fastened, WITHOUT ANY detectable movement. 10. Completely wrap the threads of the rivet stud with painters tape or equivalent. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 10-08-45-001B > Oct > 10 > Electrical Information For Electrical Ground Repair > Page 5271 Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the electrical ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 11. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 12. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 13. Remove the painters tape or equivalent from the rivet stud threads. 14. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 15. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 16. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 17. Install the electrical ground wire terminal to the M6 conductive rivet stud. 18. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 19. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in) 20. Verify proper system operation. Parts Information Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 10-08-45-001B > Oct > 10 > Electrical Information For Electrical Ground Repair > Page 5272 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 06-08-45-004 > May > 06 > Electrical Instrument Panel & General Wiring Repair Wiring Harness: All Technical Service Bulletins Electrical - Instrument Panel & General Wiring Repair Bulletin No.: 06-08-45-004 Date: May 02, 2006 INFORMATION Subject: Instrument Panel (I/P), Body and General Wiring Harness Repair Models: 2007 and Prior GM Cars and Trucks 2003-2007 HUMMER H2 2006-2007 HUMMER H3 Important: A part restriction has been implemented on all Body and I/P harnesses and is being administered by the PQC. If a body or I/P harness replacement is required, it can take 12-28 weeks for a harness to be built and delivered to a dealer. The dealer technician is expected to repair any harness damage as the first and best choice before replacing a harness. In an effort to standardize repair practices, General Motors is requiring that all wiring harnesses be repaired instead of replaced. If there is a question concerning which connector and/or terminal you are working on, refer to the information in the appropriate Connector End Views in SI. The Instruction Manual J 38125-620, which is sent with each new update of the J 38125 Terminal Repair Kit, also has terminal crimping and terminal remove information. Important: There are some parts in the J 38125 Terminal Repair Kit (i.e. SIR connector CPAs and heat shrink tube (used in high heat area pigtail replacement) and some TPAs that are not available from GMSPO. It is vitally important that each update to the J 38125 Terminal Repair Kit be done as soon as it arrives at the dealer. Utilize the Terminal Repair Kit (J 38125) to achieve an effective wiring repair. The Terminal Repair Kit has been an essential tool for all GM Dealers since 1987. Replacement terminals and tools for this kit are available through SPX/Kent Moore. Refer to Corporate Bulletin Number 06-08-45-001 for more information. The Instruction Manual J 38125-620, which is sent with each new update to the J 38125 Terminal Repair Kit, also has terminal crimping and terminal removal information. U.S. Dealers Only - Training courses (including Tech Assists, Emerging Issues, Web, IDL and Hands-on) are available through the GM Training website. Refer to Resources and then Training Materials for a complete list of available courses. Canadian Dealers Only - Refer to the Training section of GM infoNet for a complete list of available courses and a copy of the J 38125 Terminal Repair Kit Instruction Manual. Wiring repair information is also available in Service Information (SI). The Wiring Repair section contains information for the following types of wiring repairs: - Testing for intermittent conditions and poor conditions - Flat wire repairs - GMLAN wiring repairs - High temperature wiring repairs - Splicing copper wire using splice clips - Splicing copper wire using splice sleeves - Splicing twisted or shielded cable - Splicing inline harness diodes Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 06-08-45-004 > May > 06 > Electrical Instrument Panel & General Wiring Repair > Page 5277 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wiring Harness: > 477133 > Aug > 94 > Axle Oil Seal, Right - Leaks at the Axle Tripod Shank Seals and Gaskets: All Technical Service Bulletins Axle Oil Seal, Right - Leaks at the Axle Tripod Shank Group Ref.: 7 - Transmission Bulletin No.: 477133 Date: August, 1994 SUBJECT: RIGHT AXLE OIL SEAL LEAKS (INSTALL REVISED RIGHT AXLE OIL SEAL) MODELS: 1992-93 BUICK RIVIERA 1992-94 BUICK CENTURY, PARK AVENUE, LE SABRE, SKYLARK AND REGAL 1992 CADILLAC ALLANTE 1992-93 CADILLAC FLEETWOOD (FWD), SIXTY SPECIAL, ELDORADO AND SEVILLE 1992-94 CADILLAC DE VILLE 1992-94 CHEVROLET CAVALIER, BERETTA, CORSICA, LUMINA AND LUMINA APV 1992 OLDSMOBILE TORONADO 1992-94 OLDSMOBILE CUTLASS CIERA, NINETY EIGHT, EIGHTY EIGHT, ACHIEVA, CUTLASS SUPREME AND SILHOUETTE 1992-94 PONTIAC SUNBIRD, BONNEVILLE, GRAND AM, GRAND PRIX AND TRANS SPORT TRANSAXLE APPLICATIONS: HYDRA-MATIC 3T40 (RPO MD9) HYDRA-MATIC 4T60 (RPO ME9) HYDRA-MATIC 4T60-E (RPO M13) TRANSAXLE MODELS: 1992-94 MODELS BUILT BEFORE JUNE 6, 1994 (JULIAN DATE 157) CONDITION: Some owners may experience an oil leak that is diagnosed as a right axle oil seal leak at the axle tripot shank. CAUSE: This condition may be caused by inadequate seal contact to the axle tripot shank. CORRECTION: A revised Right Axle Oil Seal was implemented in production to reduce the potential for axle oil seal leaks and is available for service. The revised Right Axle Oil Seal extends over the axle tripot shank an additional 2 mm (refer to Figure 1). SERVICE INFORMATION: When Right Axle Oil Seal replacement is required on any 1992-1994 Hydra-Matic 3T40, 4T60 or 4T60-E transaxle, install the revised Right Axle Oil Seal listed under "Service Parts Information". The previous Right Axle Oil Seal was blue in color. The revised Right Axle Oil Seal is green. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wiring Harness: > 477133 > Aug > 94 > Axle Oil Seal, Right - Leaks at the Axle Tripod Shank > Page 5283 IMPORTANT: WHEN A DRIVE AXLE IS REMOVED FROM THE TRANSAXLE FOR ANY REASON, THE AXLE SEALING SURFACE (TRIPOT SHANK) SHOULD BE INSPECTED FOR CORROSION. IF CORROSION IS EVIDENT, THE SURFACE SHOULD BE CLEANED WITH 320 GRIT CLOTH OR EQUIVALENT. AUTOMATIC TRANSMISSION FLUID MAY BE USED TO CLEAN OFF ANY REMAINING DEBRIS. THE SURFACE SHOULD BE WIPED DRY AND THE DRIVE AXLE REINSTALLED FREE OF ANY BUILD UP. SERVICE PARTS INFORMATION: The table lists Left and Right Axle Oil Seal usage for all Hydra-matic 3T40, 4T60 and 4T60-E transaxles: PARTS INFORMATION: Parts are expected to be available on September 5, 1994. WARRANTY INFORMATION: For vehicles repaired under warranty, use: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wiring Harness: > 477133 > Aug > 94 > Axle Oil Seal, Right - Leaks at the Axle Tripod Shank > Page 5289 IMPORTANT: WHEN A DRIVE AXLE IS REMOVED FROM THE TRANSAXLE FOR ANY REASON, THE AXLE SEALING SURFACE (TRIPOT SHANK) SHOULD BE INSPECTED FOR CORROSION. IF CORROSION IS EVIDENT, THE SURFACE SHOULD BE CLEANED WITH 320 GRIT CLOTH OR EQUIVALENT. AUTOMATIC TRANSMISSION FLUID MAY BE USED TO CLEAN OFF ANY REMAINING DEBRIS. THE SURFACE SHOULD BE WIPED DRY AND THE DRIVE AXLE REINSTALLED FREE OF ANY BUILD UP. SERVICE PARTS INFORMATION: The table lists Left and Right Axle Oil Seal usage for all Hydra-matic 3T40, 4T60 and 4T60-E transaxles: PARTS INFORMATION: Parts are expected to be available on September 5, 1994. WARRANTY INFORMATION: For vehicles repaired under warranty, use: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Specifications Circuit Breaker: Specifications Fuse Block Details: Front View Of Fuse Block Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Specifications > Page 5294 Fuse Block Details: Description Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Locations > DRL-In-Line Fuse Circuit Breaker: Locations DRL-In-Line Fuse DRL-In-Line Fuse is located LH rear of Engine Compartment, near EBCM DRL-In-Line Fuse is located LH rear of Engine Compartment, near EBCM Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Locations > DRL-In-Line Fuse > Page 5297 Circuit Breaker: Locations Front View of Fuse Block Fuse Block Details: Front View Of Fuse Block Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Locations > DRL-In-Line Fuse > Page 5298 Fuse Block Details: Description Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Locations > DRL-In-Line Fuse > Page 5299 Circuit Breaker: Locations Fuse Block Behind LH Side Of I/P Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Locations > DRL-In-Line Fuse > Page 5300 Below LH Side Of I/P (Manual) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Locations > DRL-In-Line Fuse > Page 5301 LH Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Locations > DRL-In-Line Fuse > Page 5302 LH Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions Circuit Breaker: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5305 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5306 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5307 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5308 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5309 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5310 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5311 Circuit Breaker: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5312 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5313 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5314 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5315 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5316 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5317 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5318 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5319 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5320 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5321 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5322 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5323 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5324 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5325 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5326 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5327 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5328 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5329 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5330 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5331 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5332 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5333 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5334 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5335 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5336 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5337 Circuit Breaker: Electrical Diagrams Fuse Block Details: WDO Circuit Breaker And HTR-A/C Fuse (Part 1 Of 2) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5338 Fuse Block Details: WDO Circuit Breaker And HTR-A/C Fuse (Part 2 Of 2) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Diagram Information and Instructions > Page 5339 Fuse Block Details: RDO 1 Fuse, S/LP Fuse, And PWR ACC Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Page 5340 Circuit Breaker: Application and ID Fuse Block Details: Front View Of Fuse Block Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Circuit Breaker > Component Information > Diagrams > Page 5341 Fuse Block Details: Description Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Convenience Center <--> [Electrical Accessory Panel] > Component Information > Locations Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Convenience Center <--> [Electrical Accessory Panel] > Component Information > Diagrams > Harness Connector Harness Connector Faces: Convenience Center Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Convenience Center <--> [Electrical Accessory Panel] > Component Information > Diagrams > Harness Connector > Page 5347 Harness Connector Faces: Convenience Center (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse > Component Information > Technical Service Bulletins > Electrical - Aftermarket Fuse Warning Fuse: Technical Service Bulletins Electrical - Aftermarket Fuse Warning Bulletin No.: 07-08-45-002 Date: September 05, 2007 ADVANCED SERVICE INFORMATION Subject: Service Alert: Concerns With Aftermarket Fuses in GM Vehicles Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2008 and Prior HUMMER H2, H3 2008 and Prior Saab 9-7X Concerns with Harbor Freight Tools "Storehouse" Branded Blade Type Fuses General Motors has become aware of a fuse recall by Harbor Freight Tools/Storehouse for a variety of aftermarket fuses. In two cases, these fuses have not provided protection for the wiring system of the vehicles they were customer installed in. Upon testing the 15 amp version, it was found that the fuse still would not "open" when shorted directly across the battery terminals. How to Identify These Fuses Packed in a 120 piece set, the fuse has a translucent, hard plastic, blue body with the amperage stamped into the top. There are no white painted numbers on the fuse to indicate amperage. There are no identifying marks on the fuse to tell who is making it. The fuses are known to be distributed by Harbor Freight Tools but there may be other marketers, and packaging of this style of fuse. It would be prudent to replace these fuses if found in a customers vehicle. Likewise, if wiring overheating is found you should check the fuse panel for the presence of this style of fuse. All GM dealers should use genuine GM fuses on the vehicles they service. You should also encourage the use of GM fuses to your customers to assure they are getting the required electrical system protection. GM has no knowledge of any concerns with other aftermarket fuses. If additional information becomes available, this bulletin will be updated. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse > Component Information > Technical Service Bulletins > Page 5352 Fuse: Specifications Fuse Block Details: Front View Of Fuse Block Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse > Component Information > Technical Service Bulletins > Page 5353 Fuse Block Details: Description Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse > Component Information > Locations > Fuse Rating - Front View of Fuse Block Fuse: Locations Fuse Rating - Front View of Fuse Block Fuse Block Details: Front View Of Fuse Block Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse > Component Information > Locations > Fuse Rating - Front View of Fuse Block > Page 5356 Fuse Block Details: Description Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse > Component Information > Locations > Fuse Rating - Front View of Fuse Block > Page 5357 Fuse: Locations DRL-In-Line Fuse DRL-In-Line Fuse is located LH rear of Engine Compartment, near EBCM DRL-In-Line Fuse is located LH rear of Engine Compartment, near EBCM Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse > Component Information > Locations > Fuse Rating - Front View of Fuse Block > Page 5358 Fuse: Locations Fuse Block Behind LH Side Of I/P Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse > Component Information > Locations > Fuse Rating - Front View of Fuse Block > Page 5359 Below LH Side Of I/P (Manual) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse > Component Information > Locations > Fuse Rating - Front View of Fuse Block > Page 5360 LH Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse > Component Information > Locations > Fuse Rating - Front View of Fuse Block > Page 5361 LH Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse > Component Information > Locations > Page 5362 Fuse: Application and ID Fuse Block Details: Front View Of Fuse Block Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse > Component Information > Locations > Page 5363 Fuse Block Details: Description Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Locations > Component Locations Fuse Block: Component Locations The fuse panel is located on the left side of the instrument panel. To gain access to the panel, pivot access door downward. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Locations > Component Locations > Page 5368 Fuse Block: Fuse and Fusible Link Locations Behind LH Side Of I/P Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Locations > Component Locations > Page 5369 Below LH Side Of I/P (Manual) Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Locations > Component Locations > Page 5370 Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions Fuse Block: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5373 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5374 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5375 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5376 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5377 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5378 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5379 Fuse Block: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5380 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5381 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5382 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5383 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5384 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5385 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5386 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5387 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5388 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5389 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5390 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5391 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5392 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5393 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5394 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5395 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5396 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5397 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5398 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5399 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5400 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5401 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5402 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5403 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5404 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5405 Fuse Block: Electrical Diagrams Fuse Block Details: Gages Fuse, F/P Fuse, Turn B/U Fuse And ECM Fuse (Part 1 Of 2) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5406 Fuse Block Details: Gages Fuse, F/P Fuse, Turn B/U Fuse And ECM Fuse (Part 2 Of 2) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5407 Fuse Block Details: WDO Circuit Breaker And HTR-A/C Fuse (Part 1 Of 2) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5408 Fuse Block Details: WDO Circuit Breaker And HTR-A/C Fuse (Part 2 Of 2) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5409 Fuse Block Details: Wiper Fuse, Cruise Fuse, RDO 2 Fuse And CIG LTR Fuse Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5410 Fuse Block Details: RDO 1 Fuse, S/LP Fuse, And PWR ACC Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5411 Fuse Block Details: CTSY Fuse (Coupe, Sedan And Station Wagon) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Diagram Information and Instructions > Page 5412 Fuse Block Details: CTSY Fuse (Convertible) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Page 5413 Fuse Block: Application and ID Fuse Block Details: Front View Of Fuse Block Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Page 5414 Fuse Block Details: Description Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fusible Link > Component Information > Locations > Fusible Link D LH Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Fusible Link > Component Information > Locations > Fusible Link D > Page 5419 LH Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Grounding Point > Component Information > Technical Service Bulletins > Electrical - Information For Electrical Ground Repair Grounding Point: Technical Service Bulletins Electrical - Information For Electrical Ground Repair INFORMATION Bulletin No.: 10-08-45-001B Date: October 25, 2010 Subject: Information for Electrical Ground Repair - Use New Replacement Fasteners with Conductive Finish Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add the 2011 model year and update the Warranty Information. Please discard Corporate Bulletin Number 10-08-45-001A (Section 08 - Body and Accessories). Electrical Ground Repair Overview Proper electrical system function relies on secure, stable and corrosion-free electrical ground connections. Loose, stripped, or corroded connections increase the possibility of improper system function and loss of module communication. These conditions may also lead to unnecessary repairs and component replacement. In general, electrical ground connections are accomplished using one, or a combination of the following attachment methods: - Welded M6 stud and nut - Welded M6 nut and bolt - Welded M8 nut and bolt Determine which attachment method is used and perform the appropriate or alternative repair as described in this bulletin. M6 Weld Stud Replacement Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. Select a location adjacent the damaged or missing M6 ground stud having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 3. Drill a 10 mm (0.40 in) diameter hole through the panel. 4. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Grounding Point > Component Information > Technical Service Bulletins > Electrical - Information For Electrical Ground Repair > Page 5424 Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 5. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 6. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 7. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 8. Ensure the rivet stud is securely fastened, WITHOUT ANY detectable movement. 9. Completely wrap the threads of the rivet stud with painters tape or equivalent. Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 10. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 11. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 12. Remove the painters tape or equivalent from the rivet stud threads. 13. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 14. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Grounding Point > Component Information > Technical Service Bulletins > Electrical - Information For Electrical Ground Repair > Page 5425 15. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 16. Install the electrical ground wire terminal to the rivet stud. 17. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 18. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in). 19. Verify proper system operation. M6 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M6 weld nut at the electrical ground location is damaged or stripped, a M7 conductive self-threading bolt may be used to secure the ground wire terminal. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the weld nut and allow to dry. 3. Remove any loose metal particles from the damaged or stripped weld nut with a stiff brush. 4. Select a M7 conductive self-threading bolt. Refer to the Parts Information section of this bulletin 5. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M7 conductive self-threading bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 6. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 7. Install the electrical ground wire terminal to the M7 conductive self-threading bolt. 8. Install the M7 conductive self-threading bolt and: Tighten Tighten to 9 Nm (80 lb in). 9. Verify proper system operation. M6 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the electrical ground location is accessible from both sides of the panel, a M6 conductive bolt and a M6 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the damaged M6 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 8.5 mm (0.33 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 8.5 mm (0.33 in) hole until bare metal is visible. 6. Select a M6 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M6 conductive bolt to the ground location. 10. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M6 conductive nut to the bolt and: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Grounding Point > Component Information > Technical Service Bulletins > Electrical - Information For Electrical Ground Repair > Page 5426 Tighten Tighten to 8 Nm (71 lb in). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is accessible from both sides of the panel, a M8 conductive bolt and a M8 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. 6. Select a M8 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M8 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M8 conductive bolt to the ground location. 10. Select a M8 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M8 conductive nut to the bolt and: Tighten Tighten to 22 Nm (16 lb ft). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is not accessible from both sides of the panel, a M6 conductive rivet stud and a M6 conductive nut may be used to secure the electrical ground wire terminal. 2. Select a location adjacent the damaged M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Grounding Point > Component Information > Technical Service Bulletins > Electrical - Information For Electrical Ground Repair > Page 5427 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) until bare metal is visible. Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 6. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 7. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 8. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 9. Ensure the new rivet stud is securely fastened, WITHOUT ANY detectable movement. 10. Completely wrap the threads of the rivet stud with painters tape or equivalent. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Grounding Point > Component Information > Technical Service Bulletins > Electrical - Information For Electrical Ground Repair > Page 5428 Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the electrical ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 11. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 12. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 13. Remove the painters tape or equivalent from the rivet stud threads. 14. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 15. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 16. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 17. Install the electrical ground wire terminal to the M6 conductive rivet stud. 18. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 19. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in) 20. Verify proper system operation. Parts Information Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Grounding Point > Component Information > Technical Service Bulletins > Electrical - Information For Electrical Ground Repair > Page 5429 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > Customer Interest: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules Wiring Harness: Customer Interest Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > Customer Interest: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 5438 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > Customer Interest: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 5439 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > Customer Interest: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 5440 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules Wiring Harness: All Technical Service Bulletins Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 5446 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 5447 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 5448 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair Wiring Harness: All Technical Service Bulletins Electrical - Information For Electrical Ground Repair INFORMATION Bulletin No.: 10-08-45-001B Date: October 25, 2010 Subject: Information for Electrical Ground Repair - Use New Replacement Fasteners with Conductive Finish Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add the 2011 model year and update the Warranty Information. Please discard Corporate Bulletin Number 10-08-45-001A (Section 08 - Body and Accessories). Electrical Ground Repair Overview Proper electrical system function relies on secure, stable and corrosion-free electrical ground connections. Loose, stripped, or corroded connections increase the possibility of improper system function and loss of module communication. These conditions may also lead to unnecessary repairs and component replacement. In general, electrical ground connections are accomplished using one, or a combination of the following attachment methods: - Welded M6 stud and nut - Welded M6 nut and bolt - Welded M8 nut and bolt Determine which attachment method is used and perform the appropriate or alternative repair as described in this bulletin. M6 Weld Stud Replacement Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. Select a location adjacent the damaged or missing M6 ground stud having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 3. Drill a 10 mm (0.40 in) diameter hole through the panel. 4. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 5453 Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 5. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 6. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 7. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 8. Ensure the rivet stud is securely fastened, WITHOUT ANY detectable movement. 9. Completely wrap the threads of the rivet stud with painters tape or equivalent. Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 10. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 11. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 12. Remove the painters tape or equivalent from the rivet stud threads. 13. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 14. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 5454 15. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 16. Install the electrical ground wire terminal to the rivet stud. 17. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 18. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in). 19. Verify proper system operation. M6 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M6 weld nut at the electrical ground location is damaged or stripped, a M7 conductive self-threading bolt may be used to secure the ground wire terminal. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the weld nut and allow to dry. 3. Remove any loose metal particles from the damaged or stripped weld nut with a stiff brush. 4. Select a M7 conductive self-threading bolt. Refer to the Parts Information section of this bulletin 5. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M7 conductive self-threading bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 6. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 7. Install the electrical ground wire terminal to the M7 conductive self-threading bolt. 8. Install the M7 conductive self-threading bolt and: Tighten Tighten to 9 Nm (80 lb in). 9. Verify proper system operation. M6 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the electrical ground location is accessible from both sides of the panel, a M6 conductive bolt and a M6 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the damaged M6 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 8.5 mm (0.33 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 8.5 mm (0.33 in) hole until bare metal is visible. 6. Select a M6 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M6 conductive bolt to the ground location. 10. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M6 conductive nut to the bolt and: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 5455 Tighten Tighten to 8 Nm (71 lb in). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is accessible from both sides of the panel, a M8 conductive bolt and a M8 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. 6. Select a M8 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M8 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M8 conductive bolt to the ground location. 10. Select a M8 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M8 conductive nut to the bolt and: Tighten Tighten to 22 Nm (16 lb ft). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is not accessible from both sides of the panel, a M6 conductive rivet stud and a M6 conductive nut may be used to secure the electrical ground wire terminal. 2. Select a location adjacent the damaged M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 5456 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) until bare metal is visible. Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 6. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 7. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 8. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 9. Ensure the new rivet stud is securely fastened, WITHOUT ANY detectable movement. 10. Completely wrap the threads of the rivet stud with painters tape or equivalent. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 5457 Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the electrical ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 11. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 12. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 13. Remove the painters tape or equivalent from the rivet stud threads. 14. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 15. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 16. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 17. Install the electrical ground wire terminal to the M6 conductive rivet stud. 18. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 19. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in) 20. Verify proper system operation. Parts Information Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 5458 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 06-08-45-004 > May > 06 > Electrical - Instrument Panel & General Wiring Repair Wiring Harness: All Technical Service Bulletins Electrical - Instrument Panel & General Wiring Repair Bulletin No.: 06-08-45-004 Date: May 02, 2006 INFORMATION Subject: Instrument Panel (I/P), Body and General Wiring Harness Repair Models: 2007 and Prior GM Cars and Trucks 2003-2007 HUMMER H2 2006-2007 HUMMER H3 Important: A part restriction has been implemented on all Body and I/P harnesses and is being administered by the PQC. If a body or I/P harness replacement is required, it can take 12-28 weeks for a harness to be built and delivered to a dealer. The dealer technician is expected to repair any harness damage as the first and best choice before replacing a harness. In an effort to standardize repair practices, General Motors is requiring that all wiring harnesses be repaired instead of replaced. If there is a question concerning which connector and/or terminal you are working on, refer to the information in the appropriate Connector End Views in SI. The Instruction Manual J 38125-620, which is sent with each new update of the J 38125 Terminal Repair Kit, also has terminal crimping and terminal remove information. Important: There are some parts in the J 38125 Terminal Repair Kit (i.e. SIR connector CPAs and heat shrink tube (used in high heat area pigtail replacement) and some TPAs that are not available from GMSPO. It is vitally important that each update to the J 38125 Terminal Repair Kit be done as soon as it arrives at the dealer. Utilize the Terminal Repair Kit (J 38125) to achieve an effective wiring repair. The Terminal Repair Kit has been an essential tool for all GM Dealers since 1987. Replacement terminals and tools for this kit are available through SPX/Kent Moore. Refer to Corporate Bulletin Number 06-08-45-001 for more information. The Instruction Manual J 38125-620, which is sent with each new update to the J 38125 Terminal Repair Kit, also has terminal crimping and terminal removal information. U.S. Dealers Only - Training courses (including Tech Assists, Emerging Issues, Web, IDL and Hands-on) are available through the GM Training website. Refer to Resources and then Training Materials for a complete list of available courses. Canadian Dealers Only - Refer to the Training section of GM infoNet for a complete list of available courses and a copy of the J 38125 Terminal Repair Kit Instruction Manual. Wiring repair information is also available in Service Information (SI). The Wiring Repair section contains information for the following types of wiring repairs: - Testing for intermittent conditions and poor conditions - Flat wire repairs - GMLAN wiring repairs - High temperature wiring repairs - Splicing copper wire using splice clips - Splicing copper wire using splice sleeves - Splicing twisted or shielded cable - Splicing inline harness diodes Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 06-08-45-004 > May > 06 > Electrical - Instrument Panel & General Wiring Repair > Page 5463 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair Wiring Harness: All Technical Service Bulletins Electrical - Information For Electrical Ground Repair INFORMATION Bulletin No.: 10-08-45-001B Date: October 25, 2010 Subject: Information for Electrical Ground Repair - Use New Replacement Fasteners with Conductive Finish Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add the 2011 model year and update the Warranty Information. Please discard Corporate Bulletin Number 10-08-45-001A (Section 08 - Body and Accessories). Electrical Ground Repair Overview Proper electrical system function relies on secure, stable and corrosion-free electrical ground connections. Loose, stripped, or corroded connections increase the possibility of improper system function and loss of module communication. These conditions may also lead to unnecessary repairs and component replacement. In general, electrical ground connections are accomplished using one, or a combination of the following attachment methods: - Welded M6 stud and nut - Welded M6 nut and bolt - Welded M8 nut and bolt Determine which attachment method is used and perform the appropriate or alternative repair as described in this bulletin. M6 Weld Stud Replacement Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. Select a location adjacent the damaged or missing M6 ground stud having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 3. Drill a 10 mm (0.40 in) diameter hole through the panel. 4. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 5469 Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 5. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 6. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 7. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 8. Ensure the rivet stud is securely fastened, WITHOUT ANY detectable movement. 9. Completely wrap the threads of the rivet stud with painters tape or equivalent. Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 10. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 11. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 12. Remove the painters tape or equivalent from the rivet stud threads. 13. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 14. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 5470 15. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 16. Install the electrical ground wire terminal to the rivet stud. 17. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 18. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in). 19. Verify proper system operation. M6 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M6 weld nut at the electrical ground location is damaged or stripped, a M7 conductive self-threading bolt may be used to secure the ground wire terminal. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the weld nut and allow to dry. 3. Remove any loose metal particles from the damaged or stripped weld nut with a stiff brush. 4. Select a M7 conductive self-threading bolt. Refer to the Parts Information section of this bulletin 5. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M7 conductive self-threading bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 6. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 7. Install the electrical ground wire terminal to the M7 conductive self-threading bolt. 8. Install the M7 conductive self-threading bolt and: Tighten Tighten to 9 Nm (80 lb in). 9. Verify proper system operation. M6 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the electrical ground location is accessible from both sides of the panel, a M6 conductive bolt and a M6 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the damaged M6 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 8.5 mm (0.33 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 8.5 mm (0.33 in) hole until bare metal is visible. 6. Select a M6 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M6 conductive bolt to the ground location. 10. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M6 conductive nut to the bolt and: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 5471 Tighten Tighten to 8 Nm (71 lb in). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is accessible from both sides of the panel, a M8 conductive bolt and a M8 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. 6. Select a M8 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M8 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M8 conductive bolt to the ground location. 10. Select a M8 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M8 conductive nut to the bolt and: Tighten Tighten to 22 Nm (16 lb ft). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is not accessible from both sides of the panel, a M6 conductive rivet stud and a M6 conductive nut may be used to secure the electrical ground wire terminal. 2. Select a location adjacent the damaged M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 5472 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) until bare metal is visible. Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 6. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 7. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 8. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 9. Ensure the new rivet stud is securely fastened, WITHOUT ANY detectable movement. 10. Completely wrap the threads of the rivet stud with painters tape or equivalent. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 5473 Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the electrical ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 11. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 12. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 13. Remove the painters tape or equivalent from the rivet stud threads. 14. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 15. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 16. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 17. Install the electrical ground wire terminal to the M6 conductive rivet stud. 18. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 19. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in) 20. Verify proper system operation. Parts Information Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For Electrical Ground Repair > Page 5474 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wiring Harness: > 06-08-45-004 > May > 06 > Electrical - Instrument Panel & General Wiring Repair Wiring Harness: All Technical Service Bulletins Electrical - Instrument Panel & General Wiring Repair Bulletin No.: 06-08-45-004 Date: May 02, 2006 INFORMATION Subject: Instrument Panel (I/P), Body and General Wiring Harness Repair Models: 2007 and Prior GM Cars and Trucks 2003-2007 HUMMER H2 2006-2007 HUMMER H3 Important: A part restriction has been implemented on all Body and I/P harnesses and is being administered by the PQC. If a body or I/P harness replacement is required, it can take 12-28 weeks for a harness to be built and delivered to a dealer. The dealer technician is expected to repair any harness damage as the first and best choice before replacing a harness. In an effort to standardize repair practices, General Motors is requiring that all wiring harnesses be repaired instead of replaced. If there is a question concerning which connector and/or terminal you are working on, refer to the information in the appropriate Connector End Views in SI. The Instruction Manual J 38125-620, which is sent with each new update of the J 38125 Terminal Repair Kit, also has terminal crimping and terminal remove information. Important: There are some parts in the J 38125 Terminal Repair Kit (i.e. SIR connector CPAs and heat shrink tube (used in high heat area pigtail replacement) and some TPAs that are not available from GMSPO. It is vitally important that each update to the J 38125 Terminal Repair Kit be done as soon as it arrives at the dealer. Utilize the Terminal Repair Kit (J 38125) to achieve an effective wiring repair. The Terminal Repair Kit has been an essential tool for all GM Dealers since 1987. Replacement terminals and tools for this kit are available through SPX/Kent Moore. Refer to Corporate Bulletin Number 06-08-45-001 for more information. The Instruction Manual J 38125-620, which is sent with each new update to the J 38125 Terminal Repair Kit, also has terminal crimping and terminal removal information. U.S. Dealers Only - Training courses (including Tech Assists, Emerging Issues, Web, IDL and Hands-on) are available through the GM Training website. Refer to Resources and then Training Materials for a complete list of available courses. Canadian Dealers Only - Refer to the Training section of GM infoNet for a complete list of available courses and a copy of the J 38125 Terminal Repair Kit Instruction Manual. Wiring repair information is also available in Service Information (SI). The Wiring Repair section contains information for the following types of wiring repairs: - Testing for intermittent conditions and poor conditions - Flat wire repairs - GMLAN wiring repairs - High temperature wiring repairs - Splicing copper wire using splice clips - Splicing copper wire using splice sleeves - Splicing twisted or shielded cable - Splicing inline harness diodes Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wiring Harness: > 06-08-45-004 > May > 06 > Electrical - Instrument Panel & General Wiring Repair > Page 5479 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Technical Service Bulletins > Customer Interest: > 333213 > Nov > 93 > Alignment - Vehicle May Lead or Pull Alignment: Customer Interest Alignment - Vehicle May Lead or Pull Group Ref.: Steering/Suspension Bulletin No.: 333213 Date: November, 1993 SUBJECT: VEHICLE MAY LEAD OR PULL (DIAGNOSE/SERVICE PROCEDURE) MODELS: 1992-94 BUICK SKYLARK 1992-94 CHEVROLET CAVALIER, CORSICA AND BERETTA 1992-94 OLDSMOBILE ACHIEVA 1992-94 PONTIAC SUNBIRD AND GRAND AM CONDITION: Some owners may experience that the vehicle may lead or pull. CORRECTION: DO NOT replace the steering gear to fix a lead or pull on 1993-94 vehicles as this will not solve the problem. It may temporarily mask the problem due to the higher internal friction in the new gear. However, the condition will resurface when the gear is worn in with mileage. On 1992-94 vehicles, the following procedure should be followed for lead and pull conditions: - Consult J/L/N lead/pull Corporate Bulletin # 073002. Previous divisional publication numbers were: Chevrolet 92-5O-3B Pontiac 92-3-3 Oldsmobile 92-T-20 GM of Canada 92-3-110 - Consult J/L/N memory steer Corporate Bulletin # 233303R. Previous divisional publication numbers were: Chevrolet 93-171-3B Buick 93-3-8 Pontiac 93-3-10 Oldsmobile 93-T-60 GM of Canada 93-3C-102 If the problem still exists, check system flows and pressures using gauge J 5176-D or J 25323-B. System flow should be 1.9 gpm - 2.3 gpm, back pressure at or less than 100 psi with wheels straight ahead and the engine at idle. If flows or pressures are out of specification, look for pinched or crimped steering hoses and check for blockages by blowing air through the steering lines. If problem still exists for 1992 V-6 vehicles only, evaluate vehicle for steering system induced lead/pull by coasting with vehicle in neutral and engine off. Restart the vehicle. A steering induced lead/pull will result in a significant, abrupt pull to the right. If this occurs, remove power steering cooler lines from the steering system, (refer to Section 3B in the Service Manual). Use the following hoses to connect directly from the steering gear to the pump reservoir inlet tube. 1. LHO engine (VIN T): Power steering cooler by-pass hose # 26038210 2. LG7 engine (VIN N): Power steering cooler by-pass hose # 26031205 If problem still persists on 1992 vehicles only, steering gear replacement can be attempted. 1993-94 vehicles have updated steering racks and should not require replacement for lead/pull conditions. Also on 1993-94 vehicles, there are no cooler lines; therefore, the above by-pass hoses do not apply. This is the latest information which should resolve any lead/pull conditions. Parts are expected to be available on November 8, 1993. WARRANTY INFORMATION: For vehicles repaired under warranty, use: Labor Operation Number: T3385 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Technical Service Bulletins > Customer Interest: > 333213 > Nov > 93 > Alignment - Vehicle May Lead or Pull > Page 5489 Labor Time: 0.6 hr. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Technical Service Bulletins > All Technical Service Bulletins for Alignment: > 05-03-07-009C > Dec > 10 > Steering/Suspension - Wheel Alignment Specifications Alignment: All Technical Service Bulletins Steering/Suspension - Wheel Alignment Specifications WARRANTY ADMINISTRATION Bulletin No.: 05-03-07-009C Date: December 09, 2010 Subject: Wheel Alignment Specifications, Requirements and Recommendations for GM Vehicles Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks Supercede: This bulletin is being extensively revised to provide technicians and warranty administrators with an all inclusive guide for wheel alignments. PLEASE FAMILIARIZE YOURSELF WITH THESE UPDATES BEFORE PERFORMING YOUR NEXT GM WHEEL ALIGNMENT SERVICE. Please discard Corporate Bulletin Number 05-03-07-009B (Section 03 - Suspension). Purpose The purpose of this bulletin is to provide retail, wholesale and fleet personnel with General Motors' warranty service requirements and recommendations for customer concerns related to wheel alignment. For your convenience, this bulletin updates and centralizes all of GM's Standard Wheel Alignment Service Procedures, Policy Guidelines and bulletins on wheel alignment warranty service. Important PLEASE FAMILIARIZE YOURSELF WITH THESE UPDATES BEFORE PERFORMING YOUR NEXT GM WHEEL ALIGNMENT SERVICE. The following five (5) key steps are a summary of this bulletin and are REQUIRED in completing a successful wheel alignment service. 1. Verify the vehicle is in an Original Equipment condition for curb weight, tires, wheels, suspension and steering configurations. Vehicles modified in any of these areas are not covered for wheel alignment warranty. 2. Review the customer concern relative to "Normal Operation" definitions. 3. Verify that vehicle is within the "Mileage Policy" range. 4. Document wheel alignment warranty claims appropriately for labor operations E2000 and E2020. The following information must be documented or attached to the repair order: - Customer concern in detail - What corrected the customer concern? - If a wheel alignment is performed: - Consult SI for proper specifications. - Document the "Before" AND "After" wheel alignment measurements/settings. - Completed "Wheel Alignment Repair Order Questionnaire" (form attached to this bulletin) 5. Use the proper wheel alignment equipment (preferred with print-out capability), process and the appropriate calibration maintenance schedules. Important If it is determined that a wheel alignment is necessary under warranty, use the proper labor code for the repair. E2000 for Steering Wheel Angle and/or Front Toe set or E2020 for Wheel Alignment Check/Adjust includes Caster, Camber and Toe set (Wheel alignment labor time for other component repairs is to be charged to the component that causes a wheel alignment operation.). The following flowchart is to help summarize the information detailed in this bulletin and should be used whenever a wheel alignment is performed. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Technical Service Bulletins > All Technical Service Bulletins for Alignment: > 05-03-07-009C > Dec > 10 > Steering/Suspension - Wheel Alignment Specifications > Page 5495 Verify Original Equipment Condition of the Vehicle - Verify that Original Equipment Tires and Wheels or Official GM Accessory Tires and Wheels are on the vehicle. - Verify that aftermarket suspension "Lift" or "Lowering" Kits or other suspension alterations have NOT been done to the vehicle. - Check for accidental damage to the vehicle; for example, severe pothole or curb impacts, collision damage that may have affected the wheel alignment of the vehicle; e.g., engine cradles, suspension control arms, axles, wheels, wheel covers, tires may show evidence of damage/impact. - Check to be sure vehicle has seen "Normal Use" rather than abuse; e.g., very aggressive driving may show up by looking at the tires and condition of the vehicle. - Check for other additional equipment items that may significantly affect vehicle mass such as large tool boxes, campers, snow plow packages (without the snowplow RPO), etc., especially in trucks and cutaway/incomplete vehicles. Significant additional mass can affect trim height and wheel alignment of the vehicle and may necessitate a customer pay wheel alignment when placed semi-permanently in the vehicle (Upfitter instructions are to realign the vehicle after placement of these types of items. (This typically applies to trucks and incomplete vehicles that can be upfit with equipment such as the above.) Customer Concerns, "Normal Operation" Conditions and "Mileage Policy" Possible Concerns The following are typical conditions that may require wheel alignment warranty service: 1. Lead/Pull: defined as "at a constant highway speed on a typical straight road, the amount of effort required at the steering wheel to maintain the vehicle's straight heading." Important Please evaluate for the condition with hands-on the steering wheel. Follow the "Vehicle Leads/Pulls" diagnostic tree located in SI to determine the cause of a lead/pull concern. Lead/Pull concerns can be due to road crown or road slope, tires, wheel alignment or even in rare circumstances a steering gear issue. Lead/pull concerns due to road crown are considered "Normal Operation" and are NOT a warrantable condition -- the customer should be advised that this is "Normal Operation." Important Some customers may comment on a "Lead/Pull" when they hold the steering wheel in a level condition. If so, this is more likely a "steering wheel angle" concern because the customer is "steering" the vehicle to obtain a "level" steering wheel. 2. Steering wheel angle to the left or right (counter-clockwise or clockwise, respectively): Defined as the steering wheel angle (clocking) deviation from "level" while maintaining a straight heading on a typical straight road. 3. Irregular or Premature tire wear: Slight to very slight "feathering" or "edge" wear on the shoulders of tires is NOT considered unusual and should even out with a tire rotation; if the customer is concerned about a "feathering" condition of the tires, the customer could be advised to rotate the tires earlier than the next scheduled mileage/maintenance interval (but no later than the next interval). Be sure to understand the customer's driving habits as this will also heavily influence the tire wear performance; tire wear from aggressive or abusive driving habits is NOT a warrantable condition. Important Slight or mild feathering, cupping, edge or heel/toe wear of tire tread shoulders is "normal" and can show up very early in a tire/vehicle service mileage; in fact, some new tires can show evidence of feathering from the factory. These issues do NOT affect the overall performance and tread life of the tire. Dealer personnel should always check the customer's maintenance records to ensure that tire inflation pressure is being maintained to placard and that the tires are being rotated (modified-X pattern) at the proper mileage intervals. Wheel alignments are NOT to be performed for the types of "Normal" Tire Feathering shown in Figures 1-4 below. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Technical Service Bulletins > All Technical Service Bulletins for Alignment: > 05-03-07-009C > Dec > 10 > Steering/Suspension - Wheel Alignment Specifications > Page 5496 Figure 1: Full Tread View - "NORMAL" Tire "Feathering" Wear on the Shoulder/Adjacent/Center Ribs Figure 2: Tire Shoulder View Example 1 - "NORMAL" Tire "Feathering" Wear on the Shoulder Figure 3: Tire Shoulder View Example 2 - "NORMAL" Tire "Feathering" Wear Figure 4: Detail Side View of Tire Shoulder Area - "NORMAL" Tire "Feathering" Wear Important When a wheel alignment is deemed necessary for tire wear, be sure to document on the repair order, in as much detail as possible, the severity and type of tire wear (e.g., severe center wear or severe inside or outside shoulder wear) and the position of the tire on the vehicle (RF, LF, LR, RR). Please note the customer's concern with the wear such as, noise, appearance, wear life, etc. A field product report with pictures of the tire wear condition is recommended. Refer to Corporate Bulletin Number 02-00-89-002J and #07-00-89-036C. 4. Other repairs that affect wheel alignment; e.g., certain component replacement such as suspension control arm replacement, engine cradle adjustment/replace, steering gear replacement, steering tie rod replace, suspension strut/shock, steering knuckle, etc. may require a wheel alignment. Important If other components or repairs are identified as affecting the wheel alignment, policy calls for the wheel alignment labor time to be charged to the replaced/repaired component's labor operation time rather than the wheel alignment labor operations. Important Vibration type customer concerns are generally NOT due to wheel alignment except in the rare cases; e.g., extreme diagonal wear across the tread. In general, wheel alignments are NOT to be performed as an investigation/correction for vibration concerns. "Normal Operation" Conditions Vehicle Lead/Pull Due to Road Crown or Slope: As part of "Normal Operation," vehicles will follow side-to-side or left to right road crown or slope. Be sure to verify from the customer the types of roads they are driving as they may not recognize the influence of road crown on vehicle lead/pull and steering wheel angle. If a vehicle requires significant steering effort to prevent it from "climbing" the road crown there may be an issue to be looked into further. Important Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Technical Service Bulletins > All Technical Service Bulletins for Alignment: > 05-03-07-009C > Dec > 10 > Steering/Suspension - Wheel Alignment Specifications > Page 5497 A wheel alignment will generally NOT correct vehicles that follow the road crown since this is within "Normal Operation." Mileage Policy The following mileage policy applies for E2020 and E2000 labor operations: Note Wheel Alignment is NOT covered under the New Vehicle Limited Warranty for Express and Savana Cutaway vehicles as these vehicles require Upfitters to set the wheel alignment after completing the vehicles. - 0-800 km (0-500 mi): E2000/E2020 claims ONLY allowed with Call Center Authorization. Due to the tie down during shipping, the vehicle's suspension requires some time to reach normal operating position. For this reason, new vehicles are generally NOT to be aligned until they have accumulated at least 800 km (500 mi). A field product report should accompany any claim within this mileage range. - 801-12,000 km (501-7,500 mi): - If a vehicle came from the factory with incorrect alignment settings, any resulting off-angle steering wheel, lead/pull characteristics or the rare occurrence of excessive tire wear would be apparent early in the life of the vehicle. The following policy applies: - Vehicles 100% Factory Set/Measured for Caster/Camber/Toe - Escalade/ESV/EXT, Tahoe/Suburban, Yukon/XL/Denali, Silverado/Sierra, Express/Savana, Corvette and Colorado/Canyon: E2000/E2020 Claims: Call Center Authorization Required - All Vehicles NOT 100% Factory Set/Measured for Caster/Camber/Toe as noted above: E2000/E2020 Claims: Dealer Service Manager Authorization Required - 12,001 km and beyond (7,501 miles and beyond): During this period, customers are responsible for the wheel alignment expense or dealers may provide on a case-by case basis a one-time customer enthusiasm claim up to 16,000 km (10,000 mi). In the event that a defective component required the use of the subject labor operations, the identified defective component labor operation will include the appropriate labor time for a wheel alignment as an add condition to the component repair. Important Only one wheel alignment labor operation claim (E2000 or E2020) may be used per VIN. Warranty Documentation Requirements When a wheel alignment service has been deemed necessary, the following items will need to be clearly documented on/with the repair order: - Customer concern in detail - What corrected the customer concern? - If a wheel alignment is performed: - Consult SI for proper specifications. - Document the "Before" AND "After" wheel alignment measurements/settings. - Completed "Wheel Alignment Repair Order Questionnaire" (form attached to this bulletin) 1. Document the customer concern in as much detail as possible on the repair order and in the warranty administration system. Preferred examples: - Steering wheel is off angle in the counterclockwise direction by approximately x degrees or clocking position. - Vehicle lead/pulls to the right at approximately x-y mph. Vehicle will climb the road crown. Severe, Moderate or Slight. - RF and LF tires are wearing on the outside shoulders with severe feathering. Important In the event of a lead/pull or steering wheel angle concern, please note the direction of lead/pull (left or right) or direction of steering wheel angle (clockwise or counterclockwise) on the repair order and within the warranty claim verbatim. Important In the event of a tire wear concern, please note the position on the vehicle and where the wear is occurring on the tire; i.e., the RF tire is wearing on the inside shoulder. 2. Document the technician's findings on cause and correction of the issue. Examples: - Reset LF toe from 0.45 degrees to 0.10 degrees and RF toe from -0.25 degrees to 0.10 degrees to correct the steering wheel angle from 5 degrees counterclockwise to 0 degrees. - Reset LF camber from 0.25 degrees to -0.05 degrees to correct the cross-camber condition of +0.30 degrees to 0.00 degrees on the vehicle. - Front Sum toe was found to be 0.50 degrees, reset to 0.20 degrees. 3. Print-out the "Before" and "After" wheel alignment measurements/settings and attach them to the Repair Order or if print-out capability is not Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Technical Service Bulletins > All Technical Service Bulletins for Alignment: > 05-03-07-009C > Dec > 10 > Steering/Suspension - Wheel Alignment Specifications > Page 5498 available, measurements may also be clearly and legibly handwritten into the Wheel Alignment Repair Order Questionnaire attached to this bulletin. 4. Attach the Wheel Alignment Repair Order Questionnaire below along with the print-out of "Before" and "After" wheel alignment measurements to the Repair Order and retain for use by GM. Wheel Alignment Equipment and Process Wheel alignments must be performed with a quality machine that will give accurate results when performing checks. "External Reference" (image-based camera technology) is preferred. Please refer to Corporate Bulletin Number 05-00-89-029B: General Motors Dealership Critical Equipment Requirements and Recommendations. Requirements: - Computerized four wheel alignment system. - Computer capable of printing before and after alignment reports. - Computer capable of time and date stamp printout. - Racking system must have jacking capability - Racking system must be capable of level to 1.6 mm (1/16 in) - Appropriate wheel stops and safety certification - Built-in turn plates and slip plates - Wheel clamps capable of attaching to 20" or larger wheels - Racking capable of accepting any GM passenger car or light duty truck - Operator properly trained and ASE-certified (U.S. only) in wheel alignment Recommendations: Racking should have front and rear jacking capability. Equipment Maintenance and Calibration: Alignment machines must be regularly calibrated in order to give correct information. Most manufacturers recommend the following: - Alignment machines with "internal reference" sensors should be checked (and calibrated, if necessary) every six months. - Alignment machines with "external reference" (image-based camera technology) should be checked (and calibrated, if necessary) once a year. - Racks must be kept level to within 1.6 mm (1/16 in). - If any instrument that is part of the alignment machine is dropped or damaged in some way, check the calibration immediately. Check with the manufacturer of your specific equipment for their recommended service/calibration schedule. Wheel Alignment Process When performing wheel alignment measurement and/or adjustment, the following steps should be taken: Preliminary Steps: 1. Verify that the vehicle has a full tank of fuel (compensate as necessary). 2. Inspect the wheels and the tires for damage. 3. Inspect the tires for the proper inflation and irregular tire wear. 4. Inspect the wheel bearings for excessive play. 5. Inspect all suspension and steering parts for looseness, wear, or damage. 6. Inspect the steering wheel for excessive drag or poor return due to stiff or rusted linkage or suspension components. 7. Inspect the vehicle trim height. 8. Compensate for frame angle on targeted vehicles (refer to Wheel Alignment Specifications in SI). Satisfactory vehicle operation may occur over a wide range of alignment angles. However, if the wheel alignment angles are not within the range of specifications, adjust the wheel alignment to the specifications. Refer to Wheel Alignment Specifications in SI. Give consideration to excess loads, such as tool boxes, sample cases, etc. Follow the wheel alignment equipment manufacturer's instructions. Measure/Adjust: Important Prior to making any adjustments to wheel alignment on a vehicle, technicians must verify that the wheel alignment specifications loaded into their wheel alignment machine are up-to-date by comparing these to the wheel alignment specifications for the appropriate model and model year in SI. Using incorrect and/or outdated specifications may result in unnecessary adjustments, irregular and/or premature tire wear and repeat customer concerns Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Technical Service Bulletins > All Technical Service Bulletins for Alignment: > 05-03-07-009C > Dec > 10 > Steering/Suspension - Wheel Alignment Specifications > Page 5499 Important When performing adjustments to vehicles requiring a 4-wheel alignment, set the rear wheel alignment angles first in order to obtain proper front wheel alignment angles. Perform the following steps in order to measure the front and rear alignment angles: 1. Install the alignment equipment according to the manufacturer's instructions. 2. Jounce the front and the rear bumpers 3 times prior to checking the wheel alignment. 3. Measure the alignment angles and record the readings. If necessary, adjust the wheel alignment to vehicle specification and record the before and after measurements. Refer to Wheel Alignment Specifications in SI. Important Technicians must refer to SI for the correct wheel alignment specifications. SI is the only source of GM wheel alignment specifications that is kept up-to-date throughout the year. Test drive vehicle to ensure proper repair. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Technical Service Bulletins > All Technical Service Bulletins for Alignment: > 05-03-07-009C > Dec > 10 > Steering/Suspension - Wheel Alignment Specifications > Page 5500 Frame Angle Measurement (Express / Savana Only) ........ Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Technical Service Bulletins > All Technical Service Bulletins for Alignment: > 05-03-07-009C > Dec > 10 > Steering/Suspension - Wheel Alignment Specifications > Page 5501 What corrected the customer concern and was the repair verified? Please Explain: ............. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Technical Service Bulletins > All Technical Service Bulletins for Alignment: > 333213 > Nov > 93 > Alignment - Vehicle May Lead or Pull Alignment: All Technical Service Bulletins Alignment - Vehicle May Lead or Pull Group Ref.: Steering/Suspension Bulletin No.: 333213 Date: November, 1993 SUBJECT: VEHICLE MAY LEAD OR PULL (DIAGNOSE/SERVICE PROCEDURE) MODELS: 1992-94 BUICK SKYLARK 1992-94 CHEVROLET CAVALIER, CORSICA AND BERETTA 1992-94 OLDSMOBILE ACHIEVA 1992-94 PONTIAC SUNBIRD AND GRAND AM CONDITION: Some owners may experience that the vehicle may lead or pull. CORRECTION: DO NOT replace the steering gear to fix a lead or pull on 1993-94 vehicles as this will not solve the problem. It may temporarily mask the problem due to the higher internal friction in the new gear. However, the condition will resurface when the gear is worn in with mileage. On 1992-94 vehicles, the following procedure should be followed for lead and pull conditions: - Consult J/L/N lead/pull Corporate Bulletin # 073002. Previous divisional publication numbers were: Chevrolet 92-5O-3B Pontiac 92-3-3 Oldsmobile 92-T-20 GM of Canada 92-3-110 - Consult J/L/N memory steer Corporate Bulletin # 233303R. Previous divisional publication numbers were: Chevrolet 93-171-3B Buick 93-3-8 Pontiac 93-3-10 Oldsmobile 93-T-60 GM of Canada 93-3C-102 If the problem still exists, check system flows and pressures using gauge J 5176-D or J 25323-B. System flow should be 1.9 gpm - 2.3 gpm, back pressure at or less than 100 psi with wheels straight ahead and the engine at idle. If flows or pressures are out of specification, look for pinched or crimped steering hoses and check for blockages by blowing air through the steering lines. If problem still exists for 1992 V-6 vehicles only, evaluate vehicle for steering system induced lead/pull by coasting with vehicle in neutral and engine off. Restart the vehicle. A steering induced lead/pull will result in a significant, abrupt pull to the right. If this occurs, remove power steering cooler lines from the steering system, (refer to Section 3B in the Service Manual). Use the following hoses to connect directly from the steering gear to the pump reservoir inlet tube. 1. LHO engine (VIN T): Power steering cooler by-pass hose # 26038210 2. LG7 engine (VIN N): Power steering cooler by-pass hose # 26031205 If problem still persists on 1992 vehicles only, steering gear replacement can be attempted. 1993-94 vehicles have updated steering racks and should not require replacement for lead/pull conditions. Also on 1993-94 vehicles, there are no cooler lines; therefore, the above by-pass hoses do not apply. This is the latest information which should resolve any lead/pull conditions. Parts are expected to be available on November 8, 1993. WARRANTY INFORMATION: For vehicles repaired under warranty, use: Labor Operation Number: T3385 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Technical Service Bulletins > All Technical Service Bulletins for Alignment: > 333213 > Nov > 93 > Alignment - Vehicle May Lead or Pull > Page 5506 Labor Time: 0.6 hr. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Technical Service Bulletins > All Other Service Bulletins for Alignment: > 05-03-07-009C > Dec > 10 > Steering/Suspension - Wheel Alignment Specifications Alignment: All Technical Service Bulletins Steering/Suspension - Wheel Alignment Specifications WARRANTY ADMINISTRATION Bulletin No.: 05-03-07-009C Date: December 09, 2010 Subject: Wheel Alignment Specifications, Requirements and Recommendations for GM Vehicles Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks Supercede: This bulletin is being extensively revised to provide technicians and warranty administrators with an all inclusive guide for wheel alignments. PLEASE FAMILIARIZE YOURSELF WITH THESE UPDATES BEFORE PERFORMING YOUR NEXT GM WHEEL ALIGNMENT SERVICE. Please discard Corporate Bulletin Number 05-03-07-009B (Section 03 - Suspension). Purpose The purpose of this bulletin is to provide retail, wholesale and fleet personnel with General Motors' warranty service requirements and recommendations for customer concerns related to wheel alignment. For your convenience, this bulletin updates and centralizes all of GM's Standard Wheel Alignment Service Procedures, Policy Guidelines and bulletins on wheel alignment warranty service. Important PLEASE FAMILIARIZE YOURSELF WITH THESE UPDATES BEFORE PERFORMING YOUR NEXT GM WHEEL ALIGNMENT SERVICE. The following five (5) key steps are a summary of this bulletin and are REQUIRED in completing a successful wheel alignment service. 1. Verify the vehicle is in an Original Equipment condition for curb weight, tires, wheels, suspension and steering configurations. Vehicles modified in any of these areas are not covered for wheel alignment warranty. 2. Review the customer concern relative to "Normal Operation" definitions. 3. Verify that vehicle is within the "Mileage Policy" range. 4. Document wheel alignment warranty claims appropriately for labor operations E2000 and E2020. The following information must be documented or attached to the repair order: - Customer concern in detail - What corrected the customer concern? - If a wheel alignment is performed: - Consult SI for proper specifications. - Document the "Before" AND "After" wheel alignment measurements/settings. - Completed "Wheel Alignment Repair Order Questionnaire" (form attached to this bulletin) 5. Use the proper wheel alignment equipment (preferred with print-out capability), process and the appropriate calibration maintenance schedules. Important If it is determined that a wheel alignment is necessary under warranty, use the proper labor code for the repair. E2000 for Steering Wheel Angle and/or Front Toe set or E2020 for Wheel Alignment Check/Adjust includes Caster, Camber and Toe set (Wheel alignment labor time for other component repairs is to be charged to the component that causes a wheel alignment operation.). The following flowchart is to help summarize the information detailed in this bulletin and should be used whenever a wheel alignment is performed. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Technical Service Bulletins > All Other Service Bulletins for Alignment: > 05-03-07-009C > Dec > 10 > Steering/Suspension - Wheel Alignment Specifications > Page 5512 Verify Original Equipment Condition of the Vehicle - Verify that Original Equipment Tires and Wheels or Official GM Accessory Tires and Wheels are on the vehicle. - Verify that aftermarket suspension "Lift" or "Lowering" Kits or other suspension alterations have NOT been done to the vehicle. - Check for accidental damage to the vehicle; for example, severe pothole or curb impacts, collision damage that may have affected the wheel alignment of the vehicle; e.g., engine cradles, suspension control arms, axles, wheels, wheel covers, tires may show evidence of damage/impact. - Check to be sure vehicle has seen "Normal Use" rather than abuse; e.g., very aggressive driving may show up by looking at the tires and condition of the vehicle. - Check for other additional equipment items that may significantly affect vehicle mass such as large tool boxes, campers, snow plow packages (without the snowplow RPO), etc., especially in trucks and cutaway/incomplete vehicles. Significant additional mass can affect trim height and wheel alignment of the vehicle and may necessitate a customer pay wheel alignment when placed semi-permanently in the vehicle (Upfitter instructions are to realign the vehicle after placement of these types of items. (This typically applies to trucks and incomplete vehicles that can be upfit with equipment such as the above.) Customer Concerns, "Normal Operation" Conditions and "Mileage Policy" Possible Concerns The following are typical conditions that may require wheel alignment warranty service: 1. Lead/Pull: defined as "at a constant highway speed on a typical straight road, the amount of effort required at the steering wheel to maintain the vehicle's straight heading." Important Please evaluate for the condition with hands-on the steering wheel. Follow the "Vehicle Leads/Pulls" diagnostic tree located in SI to determine the cause of a lead/pull concern. Lead/Pull concerns can be due to road crown or road slope, tires, wheel alignment or even in rare circumstances a steering gear issue. Lead/pull concerns due to road crown are considered "Normal Operation" and are NOT a warrantable condition -- the customer should be advised that this is "Normal Operation." Important Some customers may comment on a "Lead/Pull" when they hold the steering wheel in a level condition. If so, this is more likely a "steering wheel angle" concern because the customer is "steering" the vehicle to obtain a "level" steering wheel. 2. Steering wheel angle to the left or right (counter-clockwise or clockwise, respectively): Defined as the steering wheel angle (clocking) deviation from "level" while maintaining a straight heading on a typical straight road. 3. Irregular or Premature tire wear: Slight to very slight "feathering" or "edge" wear on the shoulders of tires is NOT considered unusual and should even out with a tire rotation; if the customer is concerned about a "feathering" condition of the tires, the customer could be advised to rotate the tires earlier than the next scheduled mileage/maintenance interval (but no later than the next interval). Be sure to understand the customer's driving habits as this will also heavily influence the tire wear performance; tire wear from aggressive or abusive driving habits is NOT a warrantable condition. Important Slight or mild feathering, cupping, edge or heel/toe wear of tire tread shoulders is "normal" and can show up very early in a tire/vehicle service mileage; in fact, some new tires can show evidence of feathering from the factory. These issues do NOT affect the overall performance and tread life of the tire. Dealer personnel should always check the customer's maintenance records to ensure that tire inflation pressure is being maintained to placard and that the tires are being rotated (modified-X pattern) at the proper mileage intervals. Wheel alignments are NOT to be performed for the types of "Normal" Tire Feathering shown in Figures 1-4 below. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Technical Service Bulletins > All Other Service Bulletins for Alignment: > 05-03-07-009C > Dec > 10 > Steering/Suspension - Wheel Alignment Specifications > Page 5513 Figure 1: Full Tread View - "NORMAL" Tire "Feathering" Wear on the Shoulder/Adjacent/Center Ribs Figure 2: Tire Shoulder View Example 1 - "NORMAL" Tire "Feathering" Wear on the Shoulder Figure 3: Tire Shoulder View Example 2 - "NORMAL" Tire "Feathering" Wear Figure 4: Detail Side View of Tire Shoulder Area - "NORMAL" Tire "Feathering" Wear Important When a wheel alignment is deemed necessary for tire wear, be sure to document on the repair order, in as much detail as possible, the severity and type of tire wear (e.g., severe center wear or severe inside or outside shoulder wear) and the position of the tire on the vehicle (RF, LF, LR, RR). Please note the customer's concern with the wear such as, noise, appearance, wear life, etc. A field product report with pictures of the tire wear condition is recommended. Refer to Corporate Bulletin Number 02-00-89-002J and #07-00-89-036C. 4. Other repairs that affect wheel alignment; e.g., certain component replacement such as suspension control arm replacement, engine cradle adjustment/replace, steering gear replacement, steering tie rod replace, suspension strut/shock, steering knuckle, etc. may require a wheel alignment. Important If other components or repairs are identified as affecting the wheel alignment, policy calls for the wheel alignment labor time to be charged to the replaced/repaired component's labor operation time rather than the wheel alignment labor operations. Important Vibration type customer concerns are generally NOT due to wheel alignment except in the rare cases; e.g., extreme diagonal wear across the tread. In general, wheel alignments are NOT to be performed as an investigation/correction for vibration concerns. "Normal Operation" Conditions Vehicle Lead/Pull Due to Road Crown or Slope: As part of "Normal Operation," vehicles will follow side-to-side or left to right road crown or slope. Be sure to verify from the customer the types of roads they are driving as they may not recognize the influence of road crown on vehicle lead/pull and steering wheel angle. If a vehicle requires significant steering effort to prevent it from "climbing" the road crown there may be an issue to be looked into further. Important Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Technical Service Bulletins > All Other Service Bulletins for Alignment: > 05-03-07-009C > Dec > 10 > Steering/Suspension - Wheel Alignment Specifications > Page 5514 A wheel alignment will generally NOT correct vehicles that follow the road crown since this is within "Normal Operation." Mileage Policy The following mileage policy applies for E2020 and E2000 labor operations: Note Wheel Alignment is NOT covered under the New Vehicle Limited Warranty for Express and Savana Cutaway vehicles as these vehicles require Upfitters to set the wheel alignment after completing the vehicles. - 0-800 km (0-500 mi): E2000/E2020 claims ONLY allowed with Call Center Authorization. Due to the tie down during shipping, the vehicle's suspension requires some time to reach normal operating position. For this reason, new vehicles are generally NOT to be aligned until they have accumulated at least 800 km (500 mi). A field product report should accompany any claim within this mileage range. - 801-12,000 km (501-7,500 mi): - If a vehicle came from the factory with incorrect alignment settings, any resulting off-angle steering wheel, lead/pull characteristics or the rare occurrence of excessive tire wear would be apparent early in the life of the vehicle. The following policy applies: - Vehicles 100% Factory Set/Measured for Caster/Camber/Toe - Escalade/ESV/EXT, Tahoe/Suburban, Yukon/XL/Denali, Silverado/Sierra, Express/Savana, Corvette and Colorado/Canyon: E2000/E2020 Claims: Call Center Authorization Required - All Vehicles NOT 100% Factory Set/Measured for Caster/Camber/Toe as noted above: E2000/E2020 Claims: Dealer Service Manager Authorization Required - 12,001 km and beyond (7,501 miles and beyond): During this period, customers are responsible for the wheel alignment expense or dealers may provide on a case-by case basis a one-time customer enthusiasm claim up to 16,000 km (10,000 mi). In the event that a defective component required the use of the subject labor operations, the identified defective component labor operation will include the appropriate labor time for a wheel alignment as an add condition to the component repair. Important Only one wheel alignment labor operation claim (E2000 or E2020) may be used per VIN. Warranty Documentation Requirements When a wheel alignment service has been deemed necessary, the following items will need to be clearly documented on/with the repair order: - Customer concern in detail - What corrected the customer concern? - If a wheel alignment is performed: - Consult SI for proper specifications. - Document the "Before" AND "After" wheel alignment measurements/settings. - Completed "Wheel Alignment Repair Order Questionnaire" (form attached to this bulletin) 1. Document the customer concern in as much detail as possible on the repair order and in the warranty administration system. Preferred examples: - Steering wheel is off angle in the counterclockwise direction by approximately x degrees or clocking position. - Vehicle lead/pulls to the right at approximately x-y mph. Vehicle will climb the road crown. Severe, Moderate or Slight. - RF and LF tires are wearing on the outside shoulders with severe feathering. Important In the event of a lead/pull or steering wheel angle concern, please note the direction of lead/pull (left or right) or direction of steering wheel angle (clockwise or counterclockwise) on the repair order and within the warranty claim verbatim. Important In the event of a tire wear concern, please note the position on the vehicle and where the wear is occurring on the tire; i.e., the RF tire is wearing on the inside shoulder. 2. Document the technician's findings on cause and correction of the issue. Examples: - Reset LF toe from 0.45 degrees to 0.10 degrees and RF toe from -0.25 degrees to 0.10 degrees to correct the steering wheel angle from 5 degrees counterclockwise to 0 degrees. - Reset LF camber from 0.25 degrees to -0.05 degrees to correct the cross-camber condition of +0.30 degrees to 0.00 degrees on the vehicle. - Front Sum toe was found to be 0.50 degrees, reset to 0.20 degrees. 3. Print-out the "Before" and "After" wheel alignment measurements/settings and attach them to the Repair Order or if print-out capability is not Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Technical Service Bulletins > All Other Service Bulletins for Alignment: > 05-03-07-009C > Dec > 10 > Steering/Suspension - Wheel Alignment Specifications > Page 5515 available, measurements may also be clearly and legibly handwritten into the Wheel Alignment Repair Order Questionnaire attached to this bulletin. 4. Attach the Wheel Alignment Repair Order Questionnaire below along with the print-out of "Before" and "After" wheel alignment measurements to the Repair Order and retain for use by GM. Wheel Alignment Equipment and Process Wheel alignments must be performed with a quality machine that will give accurate results when performing checks. "External Reference" (image-based camera technology) is preferred. Please refer to Corporate Bulletin Number 05-00-89-029B: General Motors Dealership Critical Equipment Requirements and Recommendations. Requirements: - Computerized four wheel alignment system. - Computer capable of printing before and after alignment reports. - Computer capable of time and date stamp printout. - Racking system must have jacking capability - Racking system must be capable of level to 1.6 mm (1/16 in) - Appropriate wheel stops and safety certification - Built-in turn plates and slip plates - Wheel clamps capable of attaching to 20" or larger wheels - Racking capable of accepting any GM passenger car or light duty truck - Operator properly trained and ASE-certified (U.S. only) in wheel alignment Recommendations: Racking should have front and rear jacking capability. Equipment Maintenance and Calibration: Alignment machines must be regularly calibrated in order to give correct information. Most manufacturers recommend the following: - Alignment machines with "internal reference" sensors should be checked (and calibrated, if necessary) every six months. - Alignment machines with "external reference" (image-based camera technology) should be checked (and calibrated, if necessary) once a year. - Racks must be kept level to within 1.6 mm (1/16 in). - If any instrument that is part of the alignment machine is dropped or damaged in some way, check the calibration immediately. Check with the manufacturer of your specific equipment for their recommended service/calibration schedule. Wheel Alignment Process When performing wheel alignment measurement and/or adjustment, the following steps should be taken: Preliminary Steps: 1. Verify that the vehicle has a full tank of fuel (compensate as necessary). 2. Inspect the wheels and the tires for damage. 3. Inspect the tires for the proper inflation and irregular tire wear. 4. Inspect the wheel bearings for excessive play. 5. Inspect all suspension and steering parts for looseness, wear, or damage. 6. Inspect the steering wheel for excessive drag or poor return due to stiff or rusted linkage or suspension components. 7. Inspect the vehicle trim height. 8. Compensate for frame angle on targeted vehicles (refer to Wheel Alignment Specifications in SI). Satisfactory vehicle operation may occur over a wide range of alignment angles. However, if the wheel alignment angles are not within the range of specifications, adjust the wheel alignment to the specifications. Refer to Wheel Alignment Specifications in SI. Give consideration to excess loads, such as tool boxes, sample cases, etc. Follow the wheel alignment equipment manufacturer's instructions. Measure/Adjust: Important Prior to making any adjustments to wheel alignment on a vehicle, technicians must verify that the wheel alignment specifications loaded into their wheel alignment machine are up-to-date by comparing these to the wheel alignment specifications for the appropriate model and model year in SI. Using incorrect and/or outdated specifications may result in unnecessary adjustments, irregular and/or premature tire wear and repeat customer concerns Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Technical Service Bulletins > All Other Service Bulletins for Alignment: > 05-03-07-009C > Dec > 10 > Steering/Suspension - Wheel Alignment Specifications > Page 5516 Important When performing adjustments to vehicles requiring a 4-wheel alignment, set the rear wheel alignment angles first in order to obtain proper front wheel alignment angles. Perform the following steps in order to measure the front and rear alignment angles: 1. Install the alignment equipment according to the manufacturer's instructions. 2. Jounce the front and the rear bumpers 3 times prior to checking the wheel alignment. 3. Measure the alignment angles and record the readings. If necessary, adjust the wheel alignment to vehicle specification and record the before and after measurements. Refer to Wheel Alignment Specifications in SI. Important Technicians must refer to SI for the correct wheel alignment specifications. SI is the only source of GM wheel alignment specifications that is kept up-to-date throughout the year. Test drive vehicle to ensure proper repair. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Technical Service Bulletins > All Other Service Bulletins for Alignment: > 05-03-07-009C > Dec > 10 > Steering/Suspension - Wheel Alignment Specifications > Page 5517 Frame Angle Measurement (Express / Savana Only) ........ Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Technical Service Bulletins > All Other Service Bulletins for Alignment: > 05-03-07-009C > Dec > 10 > Steering/Suspension - Wheel Alignment Specifications > Page 5518 What corrected the customer concern and was the repair verified? Please Explain: ............. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Technical Service Bulletins > All Other Service Bulletins for Alignment: > Page 5519 Alignment: By Symptom Technical Service Bulletin # 333213 Date: 931101 Alignment - Vehicle May Lead or Pull Group Ref.: Steering/Suspension Bulletin No.: 333213 Date: November, 1993 SUBJECT: VEHICLE MAY LEAD OR PULL (DIAGNOSE/SERVICE PROCEDURE) MODELS: 1992-94 BUICK SKYLARK 1992-94 CHEVROLET CAVALIER, CORSICA AND BERETTA 1992-94 OLDSMOBILE ACHIEVA 1992-94 PONTIAC SUNBIRD AND GRAND AM CONDITION: Some owners may experience that the vehicle may lead or pull. CORRECTION: DO NOT replace the steering gear to fix a lead or pull on 1993-94 vehicles as this will not solve the problem. It may temporarily mask the problem due to the higher internal friction in the new gear. However, the condition will resurface when the gear is worn in with mileage. On 1992-94 vehicles, the following procedure should be followed for lead and pull conditions: - Consult J/L/N lead/pull Corporate Bulletin # 073002. Previous divisional publication numbers were: Chevrolet 92-5O-3B Pontiac 92-3-3 Oldsmobile 92-T-20 GM of Canada 92-3-110 - Consult J/L/N memory steer Corporate Bulletin # 233303R. Previous divisional publication numbers were: Chevrolet 93-171-3B Buick 93-3-8 Pontiac 93-3-10 Oldsmobile 93-T-60 GM of Canada 93-3C-102 If the problem still exists, check system flows and pressures using gauge J 5176-D or J 25323-B. System flow should be 1.9 gpm - 2.3 gpm, back pressure at or less than 100 psi with wheels straight ahead and the engine at idle. If flows or pressures are out of specification, look for pinched or crimped steering hoses and check for blockages by blowing air through the steering lines. If problem still exists for 1992 V-6 vehicles only, evaluate vehicle for steering system induced lead/pull by coasting with vehicle in neutral and engine off. Restart the vehicle. A steering induced lead/pull will result in a significant, abrupt pull to the right. If this occurs, remove power steering cooler lines from the steering system, (refer to Section 3B in the Service Manual). Use the following hoses to connect directly from the steering gear to the pump reservoir inlet tube. 1. LHO engine (VIN T): Power steering cooler by-pass hose # 26038210 2. LG7 engine (VIN N): Power steering cooler by-pass hose # 26031205 If problem still persists on 1992 vehicles only, steering gear replacement can be attempted. 1993-94 vehicles have updated steering racks and should not require replacement for lead/pull conditions. Also on 1993-94 vehicles, there are no cooler lines; therefore, the above by-pass hoses do not apply. This is the latest information which should resolve any lead/pull conditions. Parts are expected to be available on November 8, 1993. WARRANTY INFORMATION: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Technical Service Bulletins > All Other Service Bulletins for Alignment: > Page 5520 For vehicles repaired under warranty, use: Labor Operation Number: T3385 Labor Time: 0.6 hr. Technical Service Bulletin # 333213 Date: 931101 Alignment - Vehicle May Lead or Pull Group Ref.: Steering/Suspension Bulletin No.: 333213 Date: November, 1993 SUBJECT: VEHICLE MAY LEAD OR PULL (DIAGNOSE/SERVICE PROCEDURE) MODELS: 1992-94 BUICK SKYLARK 1992-94 CHEVROLET CAVALIER, CORSICA AND BERETTA 1992-94 OLDSMOBILE ACHIEVA 1992-94 PONTIAC SUNBIRD AND GRAND AM CONDITION: Some owners may experience that the vehicle may lead or pull. CORRECTION: DO NOT replace the steering gear to fix a lead or pull on 1993-94 vehicles as this will not solve the problem. It may temporarily mask the problem due to the higher internal friction in the new gear. However, the condition will resurface when the gear is worn in with mileage. On 1992-94 vehicles, the following procedure should be followed for lead and pull conditions: - Consult J/L/N lead/pull Corporate Bulletin # 073002. Previous divisional publication numbers were: Chevrolet 92-5O-3B Pontiac 92-3-3 Oldsmobile 92-T-20 GM of Canada 92-3-110 - Consult J/L/N memory steer Corporate Bulletin # 233303R. Previous divisional publication numbers were: Chevrolet 93-171-3B Buick 93-3-8 Pontiac 93-3-10 Oldsmobile 93-T-60 GM of Canada 93-3C-102 If the problem still exists, check system flows and pressures using gauge J 5176-D or J 25323-B. System flow should be 1.9 gpm - 2.3 gpm, back pressure at or less than 100 psi with wheels straight ahead and the engine at idle. If flows or pressures are out of specification, look for pinched or crimped steering hoses and check for blockages by blowing air through the steering lines. If problem still exists for 1992 V-6 vehicles only, evaluate vehicle for steering system induced lead/pull by coasting with vehicle in neutral and engine off. Restart the vehicle. A steering induced lead/pull will result in a significant, abrupt pull to the right. If this occurs, remove power steering cooler lines from the steering system, (refer to Section 3B in the Service Manual). Use the following hoses to connect directly from the steering gear to the pump reservoir inlet tube. 1. LHO engine (VIN T): Power steering cooler by-pass hose # 26038210 2. LG7 engine (VIN N): Power steering cooler by-pass hose # 26031205 If problem still persists on 1992 vehicles only, steering gear replacement can be attempted. 1993-94 vehicles have updated steering racks and should not require replacement for lead/pull conditions. Also on 1993-94 vehicles, there are no cooler lines; therefore, the above by-pass hoses do not apply. This is the latest information which should resolve any lead/pull conditions. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Technical Service Bulletins > All Other Service Bulletins for Alignment: > Page 5521 Parts are expected to be available on November 8, 1993. WARRANTY INFORMATION: For vehicles repaired under warranty, use: Labor Operation Number: T3385 Labor Time: 0.6 hr. Technical Service Bulletin # 333213 Date: 931101 Alignment - Vehicle May Lead or Pull Group Ref.: Steering/Suspension Bulletin No.: 333213 Date: November, 1993 SUBJECT: VEHICLE MAY LEAD OR PULL (DIAGNOSE/SERVICE PROCEDURE) MODELS: 1992-94 BUICK SKYLARK 1992-94 CHEVROLET CAVALIER, CORSICA AND BERETTA 1992-94 OLDSMOBILE ACHIEVA 1992-94 PONTIAC SUNBIRD AND GRAND AM CONDITION: Some owners may experience that the vehicle may lead or pull. CORRECTION: DO NOT replace the steering gear to fix a lead or pull on 1993-94 vehicles as this will not solve the problem. It may temporarily mask the problem due to the higher internal friction in the new gear. However, the condition will resurface when the gear is worn in with mileage. On 1992-94 vehicles, the following procedure should be followed for lead and pull conditions: - Consult J/L/N lead/pull Corporate Bulletin # 073002. Previous divisional publication numbers were: Chevrolet 92-5O-3B Pontiac 92-3-3 Oldsmobile 92-T-20 GM of Canada 92-3-110 - Consult J/L/N memory steer Corporate Bulletin # 233303R. Previous divisional publication numbers were: Chevrolet 93-171-3B Buick 93-3-8 Pontiac 93-3-10 Oldsmobile 93-T-60 GM of Canada 93-3C-102 If the problem still exists, check system flows and pressures using gauge J 5176-D or J 25323-B. System flow should be 1.9 gpm - 2.3 gpm, back pressure at or less than 100 psi with wheels straight ahead and the engine at idle. If flows or pressures are out of specification, look for pinched or crimped steering hoses and check for blockages by blowing air through the steering lines. If problem still exists for 1992 V-6 vehicles only, evaluate vehicle for steering system induced lead/pull by coasting with vehicle in neutral and engine off. Restart the vehicle. A steering induced lead/pull will result in a significant, abrupt pull to the right. If this occurs, remove power steering cooler lines from the steering system, (refer to Section 3B in the Service Manual). Use the following hoses to connect directly from the steering gear to the pump reservoir inlet tube. 1. LHO engine (VIN T): Power steering cooler by-pass hose # 26038210 2. LG7 engine (VIN N): Power steering cooler by-pass hose # 26031205 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Technical Service Bulletins > All Other Service Bulletins for Alignment: > Page 5522 If problem still persists on 1992 vehicles only, steering gear replacement can be attempted. 1993-94 vehicles have updated steering racks and should not require replacement for lead/pull conditions. Also on 1993-94 vehicles, there are no cooler lines; therefore, the above by-pass hoses do not apply. This is the latest information which should resolve any lead/pull conditions. Parts are expected to be available on November 8, 1993. WARRANTY INFORMATION: For vehicles repaired under warranty, use: Labor Operation Number: T3385 Labor Time: 0.6 hr. Technical Service Bulletin # 333213 Date: 931101 Alignment - Vehicle May Lead or Pull Group Ref.: Steering/Suspension Bulletin No.: 333213 Date: November, 1993 SUBJECT: VEHICLE MAY LEAD OR PULL (DIAGNOSE/SERVICE PROCEDURE) MODELS: 1992-94 BUICK SKYLARK 1992-94 CHEVROLET CAVALIER, CORSICA AND BERETTA 1992-94 OLDSMOBILE ACHIEVA 1992-94 PONTIAC SUNBIRD AND GRAND AM CONDITION: Some owners may experience that the vehicle may lead or pull. CORRECTION: DO NOT replace the steering gear to fix a lead or pull on 1993-94 vehicles as this will not solve the problem. It may temporarily mask the problem due to the higher internal friction in the new gear. However, the condition will resurface when the gear is worn in with mileage. On 1992-94 vehicles, the following procedure should be followed for lead and pull conditions: - Consult J/L/N lead/pull Corporate Bulletin # 073002. Previous divisional publication numbers were: Chevrolet 92-5O-3B Pontiac 92-3-3 Oldsmobile 92-T-20 GM of Canada 92-3-110 - Consult J/L/N memory steer Corporate Bulletin # 233303R. Previous divisional publication numbers were: Chevrolet 93-171-3B Buick 93-3-8 Pontiac 93-3-10 Oldsmobile 93-T-60 GM of Canada 93-3C-102 If the problem still exists, check system flows and pressures using gauge J 5176-D or J 25323-B. System flow should be 1.9 gpm - 2.3 gpm, back pressure at or less than 100 psi with wheels straight ahead and the engine at idle. If flows or pressures are out of specification, look for pinched or crimped steering hoses and check for blockages by blowing air through the steering lines. If problem still exists for 1992 V-6 vehicles only, evaluate vehicle for steering system induced lead/pull by coasting with vehicle in neutral and engine off. Restart the vehicle. A steering induced lead/pull will result in a significant, abrupt pull to the right. If this occurs, remove power steering cooler lines from the steering system, (refer to Section 3B in the Service Manual). Use the following hoses to connect directly from the steering gear to the pump reservoir inlet tube. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Technical Service Bulletins > All Other Service Bulletins for Alignment: > Page 5523 1. LHO engine (VIN T): Power steering cooler by-pass hose # 26038210 2. LG7 engine (VIN N): Power steering cooler by-pass hose # 26031205 If problem still persists on 1992 vehicles only, steering gear replacement can be attempted. 1993-94 vehicles have updated steering racks and should not require replacement for lead/pull conditions. Also on 1993-94 vehicles, there are no cooler lines; therefore, the above by-pass hoses do not apply. This is the latest information which should resolve any lead/pull conditions. Parts are expected to be available on November 8, 1993. WARRANTY INFORMATION: For vehicles repaired under warranty, use: Labor Operation Number: T3385 Labor Time: 0.6 hr. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Specifications > Vehicle Ride (Trim) Height Specifications Alignment: Specifications Vehicle Ride (Trim) Height Specifications Model ................................................................................................................................................... ............................................ Cavalier Station Wagon Tire Size ........................................................... ................................................................................................................................................ 185/75R x 14 Engine ........................................................................................................................... .................................................................................................. 2.2L Ride Height Measurements in Inches [01] Dimension Z ........................................................................................................................................ ........................................................................ 3.62 Dimension J ........................................................ ......................................................................................................................................................... 9.53 Dimension K ................................................................................................................................ ............................................................................... 9.65 [01] Maximum variation side to side & front to rear is 3/4 inch. Model ................................................................................................................................................... ............................................ Cavalier Station Wagon Tire Size ........................................................... ................................................................................................................................................ 195/70R x 14 Engine ........................................................................................................................... .................................................................................................. 2.2L Ride Height Measurements in Inches [01] Dimension Z ........................................................................................................................................ ........................................................................ 3.78 Dimension J ........................................................ ......................................................................................................................................................... 9.53 Dimension K ................................................................................................................................ ............................................................................... 9.65 [01] Maximum variation side to side & front to rear is 3/4 inch. Model ................................................................................................................................................... ............................................ Cavalier Station Wagon Tire Size ........................................................... ................................................................................................................................................ 195/70R x 14 Engine ........................................................................................................................... .................................................................................................. 3.1L Ride Height Measurements in Inches [01] Dimension Z ........................................................................................................................................ ........................................................................ 3.82 Dimension J ........................................................ ......................................................................................................................................................... 9.53 Dimension K ................................................................................................................................ ............................................................................... 9.65 [01] Maximum variation side to side & front to rear is 3/4 inch. Model ................................................................................................................................................... ........................................... Cavalier Coupe & Sedan Tire Size .......................................................... ................................................................................................................................................. 185/75R x 14 Engine ........................................................................................................................... .................................................................................................. 2.2L Ride Height Measurements in Inches [01] Dimension Z ........................................................................................................................................ ........................................................................ 3.42 Dimension J ........................................................ ......................................................................................................................................................... 9.26 Dimension K ................................................................................................................................ ............................................................................... 9.13 [01] Maximum variation side to side & front to rear is 3/4 inch. Model ................................................................................................................................................... ........................................... Cavalier Coupe & Sedan Tire Size .......................................................... ................................................................................................................................................. 195/70R x 14 Engine ........................................................................................................................... .................................................................................................... 2.2 Ride Height Measurements in Inches [01] Dimension Z ........................................................................................................................................ ........................................................................ 3.58 Dimension J ........................................................ ......................................................................................................................................................... 9.26 Dimension K ................................................................................................................................ ............................................................................... 9.13 [01] Maximum variation side to side & front to rear is 3/4 inch. Model ................................................................................................................................................... ........................................... Cavalier Coupe & Sedan Tire Size .......................................................... ................................................................................................................................................. 195/70R x 14 Engine ........................................................................................................................... .................................................................................................. 3.1L Ride Height Measurements in Inches [01] Dimension Z ........................................................................................................................................ ........................................................................ 3.62 Dimension J ........................................................ ......................................................................................................................................................... 9.26 Dimension K ................................................................................................................................ ............................................................................... 9.13 [01] Maximum variation side to side & front to rear is 3/4 inch. Model ................................................ .............................................................................................................................................................. .. Cavalier Z24 Tire Size ...................................................................................................................... ..................................................................................... 205/60R x 15 Engine ..................................... .............................................................................................................................................................. .......................... 3.1L Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Specifications > Vehicle Ride (Trim) Height Specifications > Page 5526 Ride Height Measurements in Inches [01] Dimension Z ........................................................................................................................................ ........................................................................ 3.58 Dimension J ........................................................ ......................................................................................................................................................... 9.26 Dimension K ................................................................................................................................ ............................................................................... 9.13 [01] Maximum variation side to side & front to rear is 3/4 inch. Model ................................................................................................................................................... ............................................ Cavalier Station Wagon Tire Size ........................................................... ................................................................................................................................................ 185/75R x 14 Engine ........................................................................................................................... .................................................................................................. 2.2L Ride Height Measurements in Inches [01] Dimension Z ........................................................................................................................................ ........................................................................ 9/32 Dimension J ........................................................ ......................................................................................................................................................... 9.53 Dimension K ................................................................................................................................ ............................................................................... 9.65 [01] Maximum variation side to side & front to rear is 3/4 inch. Model ................................................................................................................................................... ............................................ Cavalier Station Wagon Tire Size ........................................................... ................................................................................................................................................ 195/70R x 14 Engine ........................................................................................................................... .................................................................................................. 2.2L Ride Height Measurements in Inches [01] Dimension Z ........................................................................................................................................ ........................................................................ 7/16 Dimension J ........................................................ ......................................................................................................................................................... 9.53 Dimension K ................................................................................................................................ ............................................................................... 9.65 [01] Maximum variation side to side & front to rear is 3/4 inch. Model ................................................................................................................................................... ............................................ Cavalier Station Wagon Tire Size ........................................................... ................................................................................................................................................ 195/70R x 14 Engine ........................................................................................................................... .................................................................................................. 3.1L Ride Height Measurements in Inches [01] Dimension Z ........................................................................................................................................ ...................................................................... 31/64 Dimension J ........................................................ ......................................................................................................................................................... 9.53 Dimension K ................................................................................................................................ ............................................................................... 9.65 [01] Maximum variation side to side & front to rear is 3/4 inch. Model ................................................................................................................................................... ................................................. Cavalier Convertible Tire Size ........................................................... ................................................................................................................................................ 185/75R x 14 Engine ........................................................................................................................... .................................................................................................... All Ride Height Measurements in Inches [01] Dimension Z ........................................................................................................................................ ........................................................................ 5/64 Dimension J ........................................................ ......................................................................................................................................................... 9.26 Dimension K ................................................................................................................................ ............................................................................... 9.13 [01] Maximum variation side to side & front to rear is 3/4 inch. Model ................................................................................................................................................... ........................................... Cavalier Coupe & Sedan Tire Size .......................................................... ................................................................................................................................................. 195/70R x 14 Engine ........................................................................................................................... .................................................................................................... All Ride Height Measurements in Inches [01] Dimension Z ........................................................................................................................................ ........................................................................ 5/64 Dimension J ........................................................ ......................................................................................................................................................... 9.26 Dimension K ................................................................................................................................ ............................................................................... 9.13 [01] Maximum variation side to side & front to rear is 3/4 inch. Model ................................................................................................................................................... ............................................................. Cavalier Z24 Tire Size ........................................................... ................................................................................................................................................ 205/60R x 15 Engine ........................................................................................................................... .................................................................................................. 3.1L Ride Height Measurements in Inches [01] Dimension Z ........................................................................................................................................ ...................................................................... 15/64 Dimension J ........................................................ ......................................................................................................................................................... 9.26 Dimension K ................................................................................................................................ ............................................................................... 9.13 [01] Maximum variation side to side & front to rear is 3/4 inch. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Specifications > Vehicle Ride (Trim) Height Specifications > Page 5527 Alignment: Specifications Alignment Specifications Front Alignment Specifications CASTER ANGLE, DEGREES [1] Desired ................................................................................................................................................ ........................................................................ +1.3 Limits .................................................................. ............................................................................................................................................ +0.3 to +2.3 CAMBER ANGLE, DEGREES Desired ................................................................................................................................................ ....................................................................... -0.15 Limits .................................................................. .......................................................................................................................................... -0.85 to + 0.5 TOTAL TOE, DEGREES ..................................................................................................................... ....................................................................... +0.2 [1] Non-adjustable, for inspection purposes only. Rear Alignment Specifications Camber Angle, Degrees ...................................................................................................................... ........................................................................... [01] Limits ................................................................................................................................................... .......................................................... - .85 to +.35 Desired ................................................................. ..................................................................................................................................................... -0.25 Thrust Angle, Degrees ......................................................................................................................... .......................................................................... [01] Limits ................................................................................................................................................... .......................................................... - .35 to +.35 Desired ................................................................. ........................................................................................................................................................... 0 Total Toe, Degrees .............................................................................................................................. ........................................................................... [01] Limits ................................................................................................................................................... ........................................................... -.06 to +.56 Desired ................................................................. ...................................................................................................................................................... 0.25 [01] -- Non-adjustable, for inspection purposes only. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Service and Repair > Ride/Trim Height Measurement and Adjustment Alignment: Service and Repair Ride/Trim Height Measurement and Adjustment Fig. 3 Vehicle Ride Height Measurement Locations Refer to Fig. 3, for ride height measurements and for specifications refer to Vehicle Ride Height Specifications. When checking ride height measurements, fuel tank should be full, tires at should be correct pressure, front seat should be rearward position, trunk should be empty except for spare tire and jack and vehicle should be on level ground. If fuel tank is not full, add weight to trunk to compensate for amount fuel vehicle is below the full level. Prior to checking ride height, lift front bumper upward approximately 1.5 inches and gently release (3 times), then check front ride height. Push front bumper downward approximately 1.5 inches and gently release (3 times), then recheck front ride height. Average of both readings to determine vehicle ride height. Check rear ride height in same manner, lifting and pushing rear bumper. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Service and Repair > Ride/Trim Height Measurement and Adjustment > Page 5530 Alignment: Service and Repair Front Wheel Alignment Preliminary Inspection CASTER ALIGNMENT CHECK Caster is not adjustable. If caster angle is not within specifications, inspect for suspension support misalignment or front suspension damage. TOE ALIGNMENT CHECK Toe setting is the only adjustment normally required. However, in special circumstances, such as damage due to road hazard or collision, camber may be adjusted by modifying the strut assembly. Front Caster Adjustment Caster is not adjustable. If caster angle is not within specifications, inspect for suspension support misalignment or front suspension damage. Front Camber Adjustment Fig. 1 Modifying Strut Bracket To Adjust Camber Toe setting is the only adjustment normally required. However, in special circumstances, such as damage due to road hazard or collision, camber may be adjusted by modifying the strut assembly. 1. Secure bottom of strut assembly in a suitable vise. 2. Enlarge bottom holes in outer flanges with a round file until holes in outer flanges match slots in inner flanges, Fig. 1. 3. Connect strut to steering knuckle and install bolts finger tight. 4. Grasp top of tire firmly, then move tire inboard or outboard until correct camber reading is obtained. Tighten retaining bolts enough to secure camber setting. 5. Remove wheel and tire and tighten strut to steering knuckle retaining bolts. On 1989-90 models, Torque strut to steering knuckle retaining bolts to 135 ft. lbs. On 1991-92 models, Torque strut to steering knuckle attaching bolt to 133 ft. lbs. Front Toe Adjustment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Service and Repair > Ride/Trim Height Measurement and Adjustment > Page 5531 Fig. 2 Adjusting Toe Toe-out is controlled by tie rod position. Adjustment is made by loosening the clamp bolts at the steering knuckle end of the tie rods and rotating the rods to obtain proper toe setting, Fig. 2. After correct toe setting is obtained, tighten clamp bolts. Torque clamp bolts to 41 ft. lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Sensors and Switches - Steering and Suspension > Sensors and Switches - Steering > Power Steering Pressure Switch > Component Information > Locations > Component Locations Center Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Sensors and Switches - Steering and Suspension > Sensors and Switches - Steering > Power Steering Pressure Switch > Component Information > Locations > Component Locations > Page 5538 Center Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Sensors and Switches - Steering and Suspension > Sensors and Switches - Steering > Power Steering Pressure Switch > Component Information > Locations > Page 5539 Power Steering Pressure Switch: Description and Operation Power Steering Pressure Switch PURPOSE To sense high pressure in the steering box and signal the ECM to adjust the idle speed accordingly. OPERATION The Power Steering Pressure Switch (PSPS) opens during high pressure power steering situations. When the power steering switch is open, power to the A/C relay is shut "OFF," resulting in A/C compressor clutch disengagement. Also, a signal is sent to the ECM. The ECM uses this signal to compensate for the additional engine load by moving the IAC valve. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Sensors and Switches - Steering and Suspension > Sensors and Switches - Steering > Power Steering Pressure Switch > Component Information > Locations > Page 5540 Power Steering Pressure Switch: Testing and Inspection Chart C-1E Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Sensors and Switches - Steering and Suspension > Sensors and Switches - Steering > Power Steering Pressure Switch > Component Information > Locations > Page 5541 Power Steering Pressure Switch Circuit Circuit Description: The Power Steering Pressure (PSP) switch is normally open to ground and CKT 495 will be near the battery voltage. Turning the steering wheel increases power steering oil pressure and its load on an idling engine. The pressure switch will close before the load can cause an idle problem. Closing the switch causes CKT 495 to read less than 1 volt. The PCM will increase the idle air rate and disengage the A/C relay. ^ A pressure switch that will not close or an open CKT 495 or 450, may cause the engine to stop when power steering loads are high. ^ A switch that will not open, or a CKT 495 shorted to ground, may affect idle quality and will cause the A/C relay to be de-energized. Test Description: Number(s) below refer to circled number(s) on the diagnostic chart. 1. Different makes of scan tools may display the state of this switch in different ways. Refer to scan tool operator's manual to determine how this input is displayed. 2. Checks to determine if CKT 495 is shorted to ground. 3. This should simulate a closed switch. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Front Steering Knuckle > Component Information > Service and Repair Front Steering Knuckle: Service and Repair 1. Raise and support vehicle, then remove wheel and tire. 2. Remove front hub and bearing. Refer to Transmission and Drivetrain / Drive Axles, Bearings and Joints / Wheel Bearing. See: Suspension/Wheel Bearing/Service and Repair 3. Using tool J-29330, on 1989-90 models or J-38892, on 1991-92 models, separate ball joint from steering knuckle. 4. Remove strut to steering knuckle attaching bolts, then disconnect strut from steering knuckle. 5. Assemble strut to new steering knuckle and install attaching bolts finger tight. 6. Insert ball joint stud into steering knuckle and torque stud nut to specification. 7. Torque strut to steering knuckle bolts to specification. 8. Reverse removal procedure to complete installation. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Bleeding > System Information > Service and Repair Power Steering Bleeding: Service and Repair Fig. 12 Power Steering System Bleed Procedure. Bleed power steering system after any component replacement, disconnecting fluid line or in case of steering system noise. Bleed system to prevent pump damage, stop steering noise and to ensure proper system operation. Before bleeding, inspect steering system. Check and correct if needed power steering lines touching frame body or engine. Also check all hose connections for looseness or leaks and tighten. Refer to Fig. 12 for proper bleeding procedure. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Fluid > Component Information > Technical Service Bulletins > Customer Interest for Power Steering Fluid: > 033206 > Mar > 94 > P/S - Reduced Assist When Cold Power Steering Fluid: Customer Interest P/S - Reduced Assist When Cold Group Ref.: Steering/Suspension Bulletin No.: 033206 Date: March 1994 SUBJECT: REDUCED POWER STEERING ASSIST AT LOW AMBIENT TEMPERATURES (NEW POWER STEERING FLUID) MODELS: 1994 AND PRIOR PASSENGER CARS AND LIGHT DUTY TRUCKS Applications: Appropriate for all passenger vehicles, but particularly beneficial in 1980 and later FWD Models equipped with Power Rack and Pinion Steering. CONDITION: Comments of reduced power steering assist at low ambient temperatures (approximately 10°F and lower) may be noted by some vehicle operators when turning the steering wheel in BOTH the right and left direction during warm-up after cold start. All vehicles with power steering exhibit this condition to varying degrees, but condition may be more noticeable with power rack and pinion steering systems that typically have longer hoses and cooler lines. Note: This condition, which is related to power steering fluid viscosity, should not, however, be confused with conditions having similar symptoms such as that described divisional Special Policy numbers listed: CAUSE: In cold weather, power steering fluid thickens in the same manner as any other petroleum-based oil or fluid. Upon cold starting, the fluid resists movement through the system and the driver senses reduced power assist (sometimes referred to as "stiff steer"). As the vehicle operates and fluid circulates through the power steering system, the fluid warms and thins to its normal operating viscosity. CORRECTION: Saginaw Division has developed a new Low Temperature Climate Service Fluid for use in cold climates. Compared with conventional power steering fluid, this new fluid flows better at low temperatures and resists the thickening which contributes to reduced power assist upon start up. RACK AND PINION STEERING SYSTEMS Reduced power assist upon cold weather starting may be more noticeable in Power Rack and Pinion steering systems that may contain six or more feet of Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Fluid > Component Information > Technical Service Bulletins > Customer Interest for Power Steering Fluid: > 033206 > Mar > 94 > P/S - Reduced Assist When Cold > Page 5558 pressure and return hose along with long cooler lines. Such long systems contain greater volumes of fluid and vehicles so equipped tend to have longer periods of reduced power assist. The new fluid performs particularly well with current designed Rack and Pinion steering systems and special remanufactured Rack and Pinion Steering Assemblies. PARTS INFORMATION: Low Temperature Climate Service Fluid is available from GMSPO. Order as: Parts are currently available from GMSPO. SERVICE PROCEDURE: The power steering fluid replacement procedure is a two-stage process: first, flushing the old fluid from the system with new fluid; and second, bleeding the system to remove any trapped air. The two sequences outline the steps in each procedure. FLUSHING THE POWER STEERING SYSTEM 1. Raise the front end of the vehicle off the ground until the wheels are free to turn. 2. Remove the fluid return line at the pump reservoir inlet connector. 3. Plug the inlet connector port on the pump reservoir. 4. Position the fluid return line toward a large container in order to catch the draining fluid. 5. While a second person fills the reservoir with new Low Temperature Climate Service Fluid, start and run the engine at idle. 6. Turn the steering wheel from stop to stop. NOTICE: Do not hold the wheel against stops while flushing the system, Holding steering wheel against wheel stops will cause high system pressure, overheating, and damage to the pump and/or gear. 7. Continue draining until all of the old fluid is cleared from the power steering system. Addition of approximately 1 quart of new fluid will be required to flush system. 8. Unplug pump reservoir inlet and reconnect return line. 9. Turn engine off, and fill reservoir to the "Full Cold" mark. 10. Continue with following procedure "Bleeding the Power Steering System". Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Fluid > Component Information > Technical Service Bulletins > Customer Interest for Power Steering Fluid: > 033206 > Mar > 94 > P/S - Reduced Assist When Cold > Page 5559 BLEEDING THE POWER STEERING SYSTEM After replacing the fluid or servicing the power steering hydraulic system, you must bleed air from the system. Air in the system prevents an accurate fluid level reading, causes pump cavitation noise and over time could damage the pump. To bleed the power steering system proceed as follows: 1. Begin with the engine off, front wheels off the ground, and wheels turned all the way to the left. 2. Add Low Temperature Climate Service Fluid to the "FULL COLD" mark on the fluid level indicator. 3. Bleed the system by turning the wheels from side to side without hitting stops. Important: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Fluid > Component Information > Technical Service Bulletins > Customer Interest for Power Steering Fluid: > 033206 > Mar > 94 > P/S - Reduced Assist When Cold > Page 5560 This may require turning the wheels from side to side twenty times. On systems with long return lines or fluid coolers, turning steering wheel lock-to-lock forty times may be required. Keep the fluid level at the "FULL COLD" mark. Fluid with air In it has a light tan appearance. This air must be eliminated from the fluid before normal steering action can be obtained. 4. Start the engine. With the engine idling, recheck the fluid level. If necessary, add fluid to bring the level to the "FULL COLD" mark. 5. Return the wheels to the center position. Lower front wheels to the ground. Continue running the engine for two or three minutes. 6. Test the vehicle to be sure the steering functions normally and is free from noise. Important: Inspect for fluid leakage at connection points along the power steering system. 7. Recheck the fluid level as described in Steps 3 and 4 except that the fluid level should now be up to the "FULL HOT" mark after the system has stabilized at its normal operating temperature. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Fluid > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Power Steering Fluid: > 033206 > Mar > 94 > P/S - Reduced Assist When Cold Power Steering Fluid: All Technical Service Bulletins P/S - Reduced Assist When Cold Group Ref.: Steering/Suspension Bulletin No.: 033206 Date: March 1994 SUBJECT: REDUCED POWER STEERING ASSIST AT LOW AMBIENT TEMPERATURES (NEW POWER STEERING FLUID) MODELS: 1994 AND PRIOR PASSENGER CARS AND LIGHT DUTY TRUCKS Applications: Appropriate for all passenger vehicles, but particularly beneficial in 1980 and later FWD Models equipped with Power Rack and Pinion Steering. CONDITION: Comments of reduced power steering assist at low ambient temperatures (approximately 10°F and lower) may be noted by some vehicle operators when turning the steering wheel in BOTH the right and left direction during warm-up after cold start. All vehicles with power steering exhibit this condition to varying degrees, but condition may be more noticeable with power rack and pinion steering systems that typically have longer hoses and cooler lines. Note: This condition, which is related to power steering fluid viscosity, should not, however, be confused with conditions having similar symptoms such as that described divisional Special Policy numbers listed: CAUSE: In cold weather, power steering fluid thickens in the same manner as any other petroleum-based oil or fluid. Upon cold starting, the fluid resists movement through the system and the driver senses reduced power assist (sometimes referred to as "stiff steer"). As the vehicle operates and fluid circulates through the power steering system, the fluid warms and thins to its normal operating viscosity. CORRECTION: Saginaw Division has developed a new Low Temperature Climate Service Fluid for use in cold climates. Compared with conventional power steering fluid, this new fluid flows better at low temperatures and resists the thickening which contributes to reduced power assist upon start up. RACK AND PINION STEERING SYSTEMS Reduced power assist upon cold weather starting may be more noticeable in Power Rack and Pinion steering systems that may contain six or more feet of Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Fluid > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Power Steering Fluid: > 033206 > Mar > 94 > P/S - Reduced Assist When Cold > Page 5566 pressure and return hose along with long cooler lines. Such long systems contain greater volumes of fluid and vehicles so equipped tend to have longer periods of reduced power assist. The new fluid performs particularly well with current designed Rack and Pinion steering systems and special remanufactured Rack and Pinion Steering Assemblies. PARTS INFORMATION: Low Temperature Climate Service Fluid is available from GMSPO. Order as: Parts are currently available from GMSPO. SERVICE PROCEDURE: The power steering fluid replacement procedure is a two-stage process: first, flushing the old fluid from the system with new fluid; and second, bleeding the system to remove any trapped air. The two sequences outline the steps in each procedure. FLUSHING THE POWER STEERING SYSTEM 1. Raise the front end of the vehicle off the ground until the wheels are free to turn. 2. Remove the fluid return line at the pump reservoir inlet connector. 3. Plug the inlet connector port on the pump reservoir. 4. Position the fluid return line toward a large container in order to catch the draining fluid. 5. While a second person fills the reservoir with new Low Temperature Climate Service Fluid, start and run the engine at idle. 6. Turn the steering wheel from stop to stop. NOTICE: Do not hold the wheel against stops while flushing the system, Holding steering wheel against wheel stops will cause high system pressure, overheating, and damage to the pump and/or gear. 7. Continue draining until all of the old fluid is cleared from the power steering system. Addition of approximately 1 quart of new fluid will be required to flush system. 8. Unplug pump reservoir inlet and reconnect return line. 9. Turn engine off, and fill reservoir to the "Full Cold" mark. 10. Continue with following procedure "Bleeding the Power Steering System". Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Fluid > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Power Steering Fluid: > 033206 > Mar > 94 > P/S - Reduced Assist When Cold > Page 5567 BLEEDING THE POWER STEERING SYSTEM After replacing the fluid or servicing the power steering hydraulic system, you must bleed air from the system. Air in the system prevents an accurate fluid level reading, causes pump cavitation noise and over time could damage the pump. To bleed the power steering system proceed as follows: 1. Begin with the engine off, front wheels off the ground, and wheels turned all the way to the left. 2. Add Low Temperature Climate Service Fluid to the "FULL COLD" mark on the fluid level indicator. 3. Bleed the system by turning the wheels from side to side without hitting stops. Important: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Fluid > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Power Steering Fluid: > 033206 > Mar > 94 > P/S - Reduced Assist When Cold > Page 5568 This may require turning the wheels from side to side twenty times. On systems with long return lines or fluid coolers, turning steering wheel lock-to-lock forty times may be required. Keep the fluid level at the "FULL COLD" mark. Fluid with air In it has a light tan appearance. This air must be eliminated from the fluid before normal steering action can be obtained. 4. Start the engine. With the engine idling, recheck the fluid level. If necessary, add fluid to bring the level to the "FULL COLD" mark. 5. Return the wheels to the center position. Lower front wheels to the ground. Continue running the engine for two or three minutes. 6. Test the vehicle to be sure the steering functions normally and is free from noise. Important: Inspect for fluid leakage at connection points along the power steering system. 7. Recheck the fluid level as described in Steps 3 and 4 except that the fluid level should now be up to the "FULL HOT" mark after the system has stabilized at its normal operating temperature. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Line/Hose > Component Information > Technical Service Bulletins > Customer Interest: > 333213 > Nov > 93 > Alignment - Vehicle May Lead or Pull Power Steering Line/Hose: Customer Interest Alignment - Vehicle May Lead or Pull Group Ref.: Steering/Suspension Bulletin No.: 333213 Date: November, 1993 SUBJECT: VEHICLE MAY LEAD OR PULL (DIAGNOSE/SERVICE PROCEDURE) MODELS: 1992-94 BUICK SKYLARK 1992-94 CHEVROLET CAVALIER, CORSICA AND BERETTA 1992-94 OLDSMOBILE ACHIEVA 1992-94 PONTIAC SUNBIRD AND GRAND AM CONDITION: Some owners may experience that the vehicle may lead or pull. CORRECTION: DO NOT replace the steering gear to fix a lead or pull on 1993-94 vehicles as this will not solve the problem. It may temporarily mask the problem due to the higher internal friction in the new gear. However, the condition will resurface when the gear is worn in with mileage. On 1992-94 vehicles, the following procedure should be followed for lead and pull conditions: - Consult J/L/N lead/pull Corporate Bulletin # 073002. Previous divisional publication numbers were: Chevrolet 92-5O-3B Pontiac 92-3-3 Oldsmobile 92-T-20 GM of Canada 92-3-110 - Consult J/L/N memory steer Corporate Bulletin # 233303R. Previous divisional publication numbers were: Chevrolet 93-171-3B Buick 93-3-8 Pontiac 93-3-10 Oldsmobile 93-T-60 GM of Canada 93-3C-102 If the problem still exists, check system flows and pressures using gauge J 5176-D or J 25323-B. System flow should be 1.9 gpm - 2.3 gpm, back pressure at or less than 100 psi with wheels straight ahead and the engine at idle. If flows or pressures are out of specification, look for pinched or crimped steering hoses and check for blockages by blowing air through the steering lines. If problem still exists for 1992 V-6 vehicles only, evaluate vehicle for steering system induced lead/pull by coasting with vehicle in neutral and engine off. Restart the vehicle. A steering induced lead/pull will result in a significant, abrupt pull to the right. If this occurs, remove power steering cooler lines from the steering system, (refer to Section 3B in the Service Manual). Use the following hoses to connect directly from the steering gear to the pump reservoir inlet tube. 1. LHO engine (VIN T): Power steering cooler by-pass hose # 26038210 2. LG7 engine (VIN N): Power steering cooler by-pass hose # 26031205 If problem still persists on 1992 vehicles only, steering gear replacement can be attempted. 1993-94 vehicles have updated steering racks and should not require replacement for lead/pull conditions. Also on 1993-94 vehicles, there are no cooler lines; therefore, the above by-pass hoses do not apply. This is the latest information which should resolve any lead/pull conditions. Parts are expected to be available on November 8, 1993. WARRANTY INFORMATION: For vehicles repaired under warranty, use: Labor Operation Number: T3385 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Line/Hose > Component Information > Technical Service Bulletins > Customer Interest: > 333213 > Nov > 93 > Alignment - Vehicle May Lead or Pull > Page 5577 Labor Time: 0.6 hr. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Line/Hose > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 333213 > Nov > 93 > Alignment Vehicle May Lead or Pull Power Steering Line/Hose: All Technical Service Bulletins Alignment - Vehicle May Lead or Pull Group Ref.: Steering/Suspension Bulletin No.: 333213 Date: November, 1993 SUBJECT: VEHICLE MAY LEAD OR PULL (DIAGNOSE/SERVICE PROCEDURE) MODELS: 1992-94 BUICK SKYLARK 1992-94 CHEVROLET CAVALIER, CORSICA AND BERETTA 1992-94 OLDSMOBILE ACHIEVA 1992-94 PONTIAC SUNBIRD AND GRAND AM CONDITION: Some owners may experience that the vehicle may lead or pull. CORRECTION: DO NOT replace the steering gear to fix a lead or pull on 1993-94 vehicles as this will not solve the problem. It may temporarily mask the problem due to the higher internal friction in the new gear. However, the condition will resurface when the gear is worn in with mileage. On 1992-94 vehicles, the following procedure should be followed for lead and pull conditions: - Consult J/L/N lead/pull Corporate Bulletin # 073002. Previous divisional publication numbers were: Chevrolet 92-5O-3B Pontiac 92-3-3 Oldsmobile 92-T-20 GM of Canada 92-3-110 - Consult J/L/N memory steer Corporate Bulletin # 233303R. Previous divisional publication numbers were: Chevrolet 93-171-3B Buick 93-3-8 Pontiac 93-3-10 Oldsmobile 93-T-60 GM of Canada 93-3C-102 If the problem still exists, check system flows and pressures using gauge J 5176-D or J 25323-B. System flow should be 1.9 gpm - 2.3 gpm, back pressure at or less than 100 psi with wheels straight ahead and the engine at idle. If flows or pressures are out of specification, look for pinched or crimped steering hoses and check for blockages by blowing air through the steering lines. If problem still exists for 1992 V-6 vehicles only, evaluate vehicle for steering system induced lead/pull by coasting with vehicle in neutral and engine off. Restart the vehicle. A steering induced lead/pull will result in a significant, abrupt pull to the right. If this occurs, remove power steering cooler lines from the steering system, (refer to Section 3B in the Service Manual). Use the following hoses to connect directly from the steering gear to the pump reservoir inlet tube. 1. LHO engine (VIN T): Power steering cooler by-pass hose # 26038210 2. LG7 engine (VIN N): Power steering cooler by-pass hose # 26031205 If problem still persists on 1992 vehicles only, steering gear replacement can be attempted. 1993-94 vehicles have updated steering racks and should not require replacement for lead/pull conditions. Also on 1993-94 vehicles, there are no cooler lines; therefore, the above by-pass hoses do not apply. This is the latest information which should resolve any lead/pull conditions. Parts are expected to be available on November 8, 1993. WARRANTY INFORMATION: For vehicles repaired under warranty, use: Labor Operation Number: T3385 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Line/Hose > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 333213 > Nov > 93 > Alignment Vehicle May Lead or Pull > Page 5583 Labor Time: 0.6 hr. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Line/Hose > Component Information > Technical Service Bulletins > All Other Service Bulletins for Power Steering Line/Hose: > 033206 > Mar > 94 > P/S - Reduced Assist When Cold Power Steering Fluid: All Technical Service Bulletins P/S - Reduced Assist When Cold Group Ref.: Steering/Suspension Bulletin No.: 033206 Date: March 1994 SUBJECT: REDUCED POWER STEERING ASSIST AT LOW AMBIENT TEMPERATURES (NEW POWER STEERING FLUID) MODELS: 1994 AND PRIOR PASSENGER CARS AND LIGHT DUTY TRUCKS Applications: Appropriate for all passenger vehicles, but particularly beneficial in 1980 and later FWD Models equipped with Power Rack and Pinion Steering. CONDITION: Comments of reduced power steering assist at low ambient temperatures (approximately 10°F and lower) may be noted by some vehicle operators when turning the steering wheel in BOTH the right and left direction during warm-up after cold start. All vehicles with power steering exhibit this condition to varying degrees, but condition may be more noticeable with power rack and pinion steering systems that typically have longer hoses and cooler lines. Note: This condition, which is related to power steering fluid viscosity, should not, however, be confused with conditions having similar symptoms such as that described divisional Special Policy numbers listed: CAUSE: In cold weather, power steering fluid thickens in the same manner as any other petroleum-based oil or fluid. Upon cold starting, the fluid resists movement through the system and the driver senses reduced power assist (sometimes referred to as "stiff steer"). As the vehicle operates and fluid circulates through the power steering system, the fluid warms and thins to its normal operating viscosity. CORRECTION: Saginaw Division has developed a new Low Temperature Climate Service Fluid for use in cold climates. Compared with conventional power steering fluid, this new fluid flows better at low temperatures and resists the thickening which contributes to reduced power assist upon start up. RACK AND PINION STEERING SYSTEMS Reduced power assist upon cold weather starting may be more noticeable in Power Rack and Pinion steering systems that may contain six or more feet of Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Line/Hose > Component Information > Technical Service Bulletins > All Other Service Bulletins for Power Steering Line/Hose: > 033206 > Mar > 94 > P/S - Reduced Assist When Cold > Page 5589 pressure and return hose along with long cooler lines. Such long systems contain greater volumes of fluid and vehicles so equipped tend to have longer periods of reduced power assist. The new fluid performs particularly well with current designed Rack and Pinion steering systems and special remanufactured Rack and Pinion Steering Assemblies. PARTS INFORMATION: Low Temperature Climate Service Fluid is available from GMSPO. Order as: Parts are currently available from GMSPO. SERVICE PROCEDURE: The power steering fluid replacement procedure is a two-stage process: first, flushing the old fluid from the system with new fluid; and second, bleeding the system to remove any trapped air. The two sequences outline the steps in each procedure. FLUSHING THE POWER STEERING SYSTEM 1. Raise the front end of the vehicle off the ground until the wheels are free to turn. 2. Remove the fluid return line at the pump reservoir inlet connector. 3. Plug the inlet connector port on the pump reservoir. 4. Position the fluid return line toward a large container in order to catch the draining fluid. 5. While a second person fills the reservoir with new Low Temperature Climate Service Fluid, start and run the engine at idle. 6. Turn the steering wheel from stop to stop. NOTICE: Do not hold the wheel against stops while flushing the system, Holding steering wheel against wheel stops will cause high system pressure, overheating, and damage to the pump and/or gear. 7. Continue draining until all of the old fluid is cleared from the power steering system. Addition of approximately 1 quart of new fluid will be required to flush system. 8. Unplug pump reservoir inlet and reconnect return line. 9. Turn engine off, and fill reservoir to the "Full Cold" mark. 10. Continue with following procedure "Bleeding the Power Steering System". Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Line/Hose > Component Information > Technical Service Bulletins > All Other Service Bulletins for Power Steering Line/Hose: > 033206 > Mar > 94 > P/S - Reduced Assist When Cold > Page 5590 BLEEDING THE POWER STEERING SYSTEM After replacing the fluid or servicing the power steering hydraulic system, you must bleed air from the system. Air in the system prevents an accurate fluid level reading, causes pump cavitation noise and over time could damage the pump. To bleed the power steering system proceed as follows: 1. Begin with the engine off, front wheels off the ground, and wheels turned all the way to the left. 2. Add Low Temperature Climate Service Fluid to the "FULL COLD" mark on the fluid level indicator. 3. Bleed the system by turning the wheels from side to side without hitting stops. Important: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Line/Hose > Component Information > Technical Service Bulletins > All Other Service Bulletins for Power Steering Line/Hose: > 033206 > Mar > 94 > P/S - Reduced Assist When Cold > Page 5591 This may require turning the wheels from side to side twenty times. On systems with long return lines or fluid coolers, turning steering wheel lock-to-lock forty times may be required. Keep the fluid level at the "FULL COLD" mark. Fluid with air In it has a light tan appearance. This air must be eliminated from the fluid before normal steering action can be obtained. 4. Start the engine. With the engine idling, recheck the fluid level. If necessary, add fluid to bring the level to the "FULL COLD" mark. 5. Return the wheels to the center position. Lower front wheels to the ground. Continue running the engine for two or three minutes. 6. Test the vehicle to be sure the steering functions normally and is free from noise. Important: Inspect for fluid leakage at connection points along the power steering system. 7. Recheck the fluid level as described in Steps 3 and 4 except that the fluid level should now be up to the "FULL HOT" mark after the system has stabilized at its normal operating temperature. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Line/Hose > Component Information > Technical Service Bulletins > All Other Service Bulletins for Power Steering Line/Hose: > 033206 > Mar > 94 > P/S - Reduced Assist When Cold > Page 5597 pressure and return hose along with long cooler lines. Such long systems contain greater volumes of fluid and vehicles so equipped tend to have longer periods of reduced power assist. The new fluid performs particularly well with current designed Rack and Pinion steering systems and special remanufactured Rack and Pinion Steering Assemblies. PARTS INFORMATION: Low Temperature Climate Service Fluid is available from GMSPO. Order as: Parts are currently available from GMSPO. SERVICE PROCEDURE: The power steering fluid replacement procedure is a two-stage process: first, flushing the old fluid from the system with new fluid; and second, bleeding the system to remove any trapped air. The two sequences outline the steps in each procedure. FLUSHING THE POWER STEERING SYSTEM 1. Raise the front end of the vehicle off the ground until the wheels are free to turn. 2. Remove the fluid return line at the pump reservoir inlet connector. 3. Plug the inlet connector port on the pump reservoir. 4. Position the fluid return line toward a large container in order to catch the draining fluid. 5. While a second person fills the reservoir with new Low Temperature Climate Service Fluid, start and run the engine at idle. 6. Turn the steering wheel from stop to stop. NOTICE: Do not hold the wheel against stops while flushing the system, Holding steering wheel against wheel stops will cause high system pressure, overheating, and damage to the pump and/or gear. 7. Continue draining until all of the old fluid is cleared from the power steering system. Addition of approximately 1 quart of new fluid will be required to flush system. 8. Unplug pump reservoir inlet and reconnect return line. 9. Turn engine off, and fill reservoir to the "Full Cold" mark. 10. Continue with following procedure "Bleeding the Power Steering System". Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Line/Hose > Component Information > Technical Service Bulletins > All Other Service Bulletins for Power Steering Line/Hose: > 033206 > Mar > 94 > P/S - Reduced Assist When Cold > Page 5598 BLEEDING THE POWER STEERING SYSTEM After replacing the fluid or servicing the power steering hydraulic system, you must bleed air from the system. Air in the system prevents an accurate fluid level reading, causes pump cavitation noise and over time could damage the pump. To bleed the power steering system proceed as follows: 1. Begin with the engine off, front wheels off the ground, and wheels turned all the way to the left. 2. Add Low Temperature Climate Service Fluid to the "FULL COLD" mark on the fluid level indicator. 3. Bleed the system by turning the wheels from side to side without hitting stops. Important: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Line/Hose > Component Information > Technical Service Bulletins > All Other Service Bulletins for Power Steering Line/Hose: > 033206 > Mar > 94 > P/S - Reduced Assist When Cold > Page 5599 This may require turning the wheels from side to side twenty times. On systems with long return lines or fluid coolers, turning steering wheel lock-to-lock forty times may be required. Keep the fluid level at the "FULL COLD" mark. Fluid with air In it has a light tan appearance. This air must be eliminated from the fluid before normal steering action can be obtained. 4. Start the engine. With the engine idling, recheck the fluid level. If necessary, add fluid to bring the level to the "FULL COLD" mark. 5. Return the wheels to the center position. Lower front wheels to the ground. Continue running the engine for two or three minutes. 6. Test the vehicle to be sure the steering functions normally and is free from noise. Important: Inspect for fluid leakage at connection points along the power steering system. 7. Recheck the fluid level as described in Steps 3 and 4 except that the fluid level should now be up to the "FULL HOT" mark after the system has stabilized at its normal operating temperature. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump > Component Information > Technical Service Bulletins > Steering - System Bleed Procedures Power Steering Pump: Technical Service Bulletins Steering - System Bleed Procedures Group Ref.: Steering/Suspension Bulletin No.: 383001 Date: December, 1993 INFORMATION SUBJECT: ILLUSTRATED STEERING SYSTEM BLEED PROCEDURE MODELS: 1994 AND PRIOR PASSENGER CARS AND LIGHT DUTY TRUCKS THIS BULLETIN IS BEING REVISED TO ADD THE 1994 MODEL YEAR AND CHANGE THE ARTWORK. PREVIOUS DIVISIONAL PUBLICATION NUMBERS WERE: BUICK 93-3-5 3/02/93 CADILLAC T-93-76 5/12/93 CHEVROLET 93-146-3B 3/29/93 GM OF CANADA 93-3-102 5/05/93 OLDSMOBILE 2-93-59 (S.G.) 5/14/93 The steering system in 1994 and prior model year cars and light duty trucks should be bled after any of the following: - A power steering component is replaced. - A fluid line is disconnected. - A customer comments on steering system noise. Bleeding air from the steering system should be done in order to prevent pump damage, ensure proper operation, and to eliminate steering system noise. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump > Component Information > Technical Service Bulletins > Steering - System Bleed Procedures > Page 5604 The illustration presents a pictorial illustration of the bleed procedure. This new procedure replaces previous steering system bleed procedures. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump > Component Information > Technical Service Bulletins > Steering - System Bleed Procedures > Page 5605 SERVICE PARTS INFORMATION Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump > Component Information > Service and Repair > Removal/Installation Power Steering Pump: Service and Repair Removal/Installation 1. Disconnect battery ground cable. 2. Remove serpentine belt. 3. Remove power steering pump attaching pressure lines. 4. Remove power steering pump attaching bolts. 5. Remove pump assembly, then transfer power steering pump pulley. 6. Reverse to install. Torque attaching bolts to specifications. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump > Component Information > Service and Repair > Removal/Installation > Page 5608 Power Steering Pump: Service and Repair Disassembly/Assembly CB Series Pump Fig. 5 Exploded View Of CB Series Power Steering Pump Fig. 6 Return Tube Removal. CB Series Power Steering Pump Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump > Component Information > Service and Repair > Removal/Installation > Page 5609 Fig. 7 Rotor And/Or Pump Ring Installation. CB Series Power Steering Pump DISASSEMBLE 1. Disconnect battery ground cable, then remove power steering pump from vehicle. Refer to individual car chapters for procedures. 2. Remove union fitting with O-ring and the O-ring seal, Fig. 5. 3. Remove control valve assembly and flow control spring. 4. Protect driveshaft with shim stock and remove driveshaft seal by cutting with small chisel. Discard seal. 5. Remove return tube using tap, nut and washers, Fig. 6, as follows. Plug return tube to prevent chips from entering pump. a. Stack five 5/8 inch washers onto return tube. b. Run one 9/16 inch-12 nut midway up a 9/1 inch 12 tap. c. Install threaded end of tap into return tube until nut is positioned against washers. d. Using wrench, hold top stationary while turning nut clockwise. 6. Remove end cover retaining ring by inserting punch in access hole. 7. Gently push on driveshaft to assist in removing end cover, O-ring, pressure plate spring, pump ring, pump vanes and the driveshaft subassembly, consisting of pump rotor, thrust plate, driveshaft and shaft retaining ring. 8. Remove O-ring from housing. 9. Remove dowel pins, then the driveshaft seal if not previously removed. 10. Remove pressure plate, pressure plate spring and O-ring from end cover. 11. Remove shaft retaining ring from driveshaft, then the pump rotor and thrust plate. INSPECTION 1. Clean all parts in power steering fluid, then dry thoroughly. 2. Inspect pump ring, vanes, thrust plate, pressure plate and driveshaft for scoring, pitting or chatter marks, replacing parts as necessary. ASSEMBLE 1. Lubricate new driveshaft seal with power steering fluid and, using seal installer tool No. J 7728, or equivalent, press driveshaft seal into pump housing. 2. Install pump ring dowel pins into housing. 3. Install thrust plate and pump rotor onto driveshaft, Fig. 7. 4. Install new shaft retaining ring onto driveshaft. 5. Install driveshaft subassembly into housing. 6. Install pump ring with holes positioned correctly onto dowel pins, Fig. 7, in housing. 7. Install vanes into pump rotor. 8. Lubricate new O-ring (large) with power steering fluid and install O-ring into end cover. 9. Install pressure plate and pressure plate spring. 10. Lubricate new O-ring (small) and install O-ring into end cover. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump > Component Information > Service and Repair > Removal/Installation > Page 5610 11. Lubricate outer edge of end cover with power steering fluid and press end cover into housing. 12. Insert retaining ring into groove in housing, with ring opening near access hole opening. 13. Remove plug and any chips, then coat end of new return tube with Loctite solvent part No. 75559 and Loctite adhesive part No. 290, or equivalents and press return tube into housing until bottomed. P Series L/Reservoir Pump Fig. 9 Power Steering Pump Assembly Overhaul (Part 1 Of 2) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump > Component Information > Service and Repair > Removal/Installation > Page 5611 Fig. 9 Power Steering Pump Assembly Overhaul (Part 2 Of 2) Reverse Rotation Pump Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump > Component Information > Service and Repair > Removal/Installation > Page 5612 Fig. 8 Power Steering Pump Assembly Overhaul. Reverse Rotation DISASSEMBLE 1. Disconnect battery ground cable, then remove power steering pump from vehicle. Refer to individual chassis chapter for procedure. 2. Remove retaining ring using punch in access hole, Fig. 8. 3. Remove internal components from pump assembly by gently pushing on driveshaft. Components should include pressure plate and subassembly, consisting of end cover, O-ring seal, pressure plate spring and pressure plate. Driveshaft subassembly, consisting of pump rotor, thrust plate, driveshaft and shaft retaining ring. 4. Remove O-ring from pump housing. 5. Remove dowel pins and driveshaft seal. 6. Remove end cover, pressure plate spring and O-ring from pressure plate. 7. Remove pump ring and vanes from driveshaft subassembly, then shaft retaining rings from driveshaft. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump > Component Information > Service and Repair > Removal/Installation > Page 5613 8. Remove thrust plate and pump rotor from driveshaft. INSPECTION 1. Clean all parts in power steering fluid, then dry thoroughly. 2. Inspect pump ring, vanes, thrust plate, pressure plate, rotor and driveshaft for scoring, pitting or chatter marks, replacing parts as necessary. ASSEMBLE 1. Lubricate new driveshaft seal with power steering fluid and, using seal installer tool No. J 7728, or equivalent, press driveshaft seal into pump housing. 2. Install pump ring dowel pins into housing. 3. Install thrust plate and pump rotor onto driveshaft. 4. Install new shaft retaining ring onto driveshaft. 5. Install driveshaft subassembly into housing. 6. Install vanes into pump rotor. 7. Install pump ring, with holes positioned correctly onto dowel pins in housing. 8. Lubricate new O-ring with power steering fluid and install O-ring into groove in pump housing. 9. Install pressure plate and pressure plate spring. 10. Lubricate new O-ring and install O-ring into end cover. 11. Lubricate outer edge of end cover with power steering fluid and press end cover into housing. 12. Insert retaining ring into groove in housing, with ring opening near access hole opening. 13. Remove plug and any chips, then coat end of new return tube with Loctite solvent 75559 and Loctite 290 adhesive, or equivalents, and press return tube into housing until bottomed. TC Series Pump Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump > Component Information > Service and Repair > Removal/Installation > Page 5614 Fig. 11 Power Steering Pump Assembly Overhaul (Part 1 Of 4). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump > Component Information > Service and Repair > Removal/Installation > Page 5615 Fig. 11 Power Steering Pump Assembly Overhaul (Part 2 Of 4). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump > Component Information > Service and Repair > Removal/Installation > Page 5616 Fig. 11 Power Steering Pump Assembly Overhaul (Part 3 Of 4). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump > Component Information > Service and Repair > Removal/Installation > Page 5617 Fig. 11 Power Steering Pump Assembly Overhaul (Part 4 Of 4). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Sensors and Switches - Steering > Power Steering Pressure Switch > Component Information > Locations > Component Locations Center Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Sensors and Switches - Steering > Power Steering Pressure Switch > Component Information > Locations > Component Locations > Page 5623 Center Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Sensors and Switches - Steering > Power Steering Pressure Switch > Component Information > Locations > Page 5624 Power Steering Pressure Switch: Description and Operation Power Steering Pressure Switch PURPOSE To sense high pressure in the steering box and signal the ECM to adjust the idle speed accordingly. OPERATION The Power Steering Pressure Switch (PSPS) opens during high pressure power steering situations. When the power steering switch is open, power to the A/C relay is shut "OFF," resulting in A/C compressor clutch disengagement. Also, a signal is sent to the ECM. The ECM uses this signal to compensate for the additional engine load by moving the IAC valve. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Sensors and Switches - Steering > Power Steering Pressure Switch > Component Information > Locations > Page 5625 Power Steering Pressure Switch: Testing and Inspection Chart C-1E Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Sensors and Switches - Steering > Power Steering Pressure Switch > Component Information > Locations > Page 5626 Power Steering Pressure Switch Circuit Circuit Description: The Power Steering Pressure (PSP) switch is normally open to ground and CKT 495 will be near the battery voltage. Turning the steering wheel increases power steering oil pressure and its load on an idling engine. The pressure switch will close before the load can cause an idle problem. Closing the switch causes CKT 495 to read less than 1 volt. The PCM will increase the idle air rate and disengage the A/C relay. ^ A pressure switch that will not close or an open CKT 495 or 450, may cause the engine to stop when power steering loads are high. ^ A switch that will not open, or a CKT 495 shorted to ground, may affect idle quality and will cause the A/C relay to be de-energized. Test Description: Number(s) below refer to circled number(s) on the diagnostic chart. 1. Different makes of scan tools may display the state of this switch in different ways. Refer to scan tool operator's manual to determine how this input is displayed. 2. Checks to determine if CKT 495 is shorted to ground. 3. This should simulate a closed switch. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Column > Key Reminder Switch > Component Information > Locations Below LH Side Of I/P (Manual) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > Customer Interest: > 433211 > Nov > 94 > Steering Wheel - Noise at Right Dash Area When Turning Steering Gear: Customer Interest Steering Wheel - Noise at Right Dash Area When Turning File In Section: 3 - Steering/Suspension Bulletin No.: 43-32-11 Date: November, 1994 Subject: Crunch Noise from Right Side Dash Area when Turning Steering Wheel (Replace Steering Grommet) Models: 1991-94 Buick Skylark 1991-94 Chevrolet Beretta, Corsica, Cavalier 1991 Oldsmobile Cutlass Calais 1992-94 Oldsmobile Achieva 1991-94 Pontiac Grand Am, Sun bird VIN Breakpoints: 1994 vehicles built prior to the following VIN numbers: J Car: R7574194 (Pontiac Lordstown) R7293501 (Chevrolet Lordstown) All "J" cars assembled in Ramos L Car: RY250151 N Car: RM573861 RM037851 RC777220 RC285393 Condition Some owners may comment on a brief crunch noise originating from the right side dash area as the steering wheel is being turned. This noise would be more noticeable when the wheel has been turned full right, then turned back to the left. This noise may be more noticeable when the vehicle is stopped or moving slowly during parking maneuvers. Also, this noise would only occur during cold temperatures below 4O°F (4°C). Cause The rubber grommets retaining the steering gear may flex and exhibit a crunch noise. Correction Install a new steering grommet, P/N 26047683, on the right side. The new grommet has a softer compound to allow more compliance without crunching. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time E9745 0.5 hr. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > Customer Interest: > 333213 > Nov > 93 > Alignment - Vehicle May Lead or Pull Steering Gear: Customer Interest Alignment - Vehicle May Lead or Pull Group Ref.: Steering/Suspension Bulletin No.: 333213 Date: November, 1993 SUBJECT: VEHICLE MAY LEAD OR PULL (DIAGNOSE/SERVICE PROCEDURE) MODELS: 1992-94 BUICK SKYLARK 1992-94 CHEVROLET CAVALIER, CORSICA AND BERETTA 1992-94 OLDSMOBILE ACHIEVA 1992-94 PONTIAC SUNBIRD AND GRAND AM CONDITION: Some owners may experience that the vehicle may lead or pull. CORRECTION: DO NOT replace the steering gear to fix a lead or pull on 1993-94 vehicles as this will not solve the problem. It may temporarily mask the problem due to the higher internal friction in the new gear. However, the condition will resurface when the gear is worn in with mileage. On 1992-94 vehicles, the following procedure should be followed for lead and pull conditions: - Consult J/L/N lead/pull Corporate Bulletin # 073002. Previous divisional publication numbers were: Chevrolet 92-5O-3B Pontiac 92-3-3 Oldsmobile 92-T-20 GM of Canada 92-3-110 - Consult J/L/N memory steer Corporate Bulletin # 233303R. Previous divisional publication numbers were: Chevrolet 93-171-3B Buick 93-3-8 Pontiac 93-3-10 Oldsmobile 93-T-60 GM of Canada 93-3C-102 If the problem still exists, check system flows and pressures using gauge J 5176-D or J 25323-B. System flow should be 1.9 gpm - 2.3 gpm, back pressure at or less than 100 psi with wheels straight ahead and the engine at idle. If flows or pressures are out of specification, look for pinched or crimped steering hoses and check for blockages by blowing air through the steering lines. If problem still exists for 1992 V-6 vehicles only, evaluate vehicle for steering system induced lead/pull by coasting with vehicle in neutral and engine off. Restart the vehicle. A steering induced lead/pull will result in a significant, abrupt pull to the right. If this occurs, remove power steering cooler lines from the steering system, (refer to Section 3B in the Service Manual). Use the following hoses to connect directly from the steering gear to the pump reservoir inlet tube. 1. LHO engine (VIN T): Power steering cooler by-pass hose # 26038210 2. LG7 engine (VIN N): Power steering cooler by-pass hose # 26031205 If problem still persists on 1992 vehicles only, steering gear replacement can be attempted. 1993-94 vehicles have updated steering racks and should not require replacement for lead/pull conditions. Also on 1993-94 vehicles, there are no cooler lines; therefore, the above by-pass hoses do not apply. This is the latest information which should resolve any lead/pull conditions. Parts are expected to be available on November 8, 1993. WARRANTY INFORMATION: For vehicles repaired under warranty, use: Labor Operation Number: T3385 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > Customer Interest: > 333213 > Nov > 93 > Alignment - Vehicle May Lead or Pull > Page 5643 Labor Time: 0.6 hr. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 83-32-10 > Nov > 98 > Tools - Adjuster Locknut Wrench Steering Gear: All Technical Service Bulletins Tools - Adjuster Locknut Wrench File In Section: 3 - Steering/Suspension Bulletin No.: 83-32-10 Date: November, 1998 INFORMATION Subject: Essential Tool J 43435 Adjuster Locknut Wrench Models: 1990-99 Passenger Cars and Trucks with Integral Power Steering A new essential tool, J 43435 Adjuster Locknut Wrench, has been sent to all GM Dealers. This tool should be used on all Integral power steering gears, both past and current models. The following procedure should be used In place of existing Service Manual procedures for Coupling Shield and Locknut Removal and Replacement. The correct adjustment procedure and use of the essential tools are critical to restore the vehicle "On Center" feel (See Figure 1). Important: Coupling shield retainer and locknut assembly replacement procedures require the following special tools: J 42882 Adjuster Nut Wrench J 43435 Adjuster Locknut Wrench Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 83-32-10 > Nov > 98 > Tools - Adjuster Locknut Wrench > Page 5649 (See Figure 2) Procedure 1. Place J 42882 over the end of the stub shaft. Place J 43435 over the end. J 43435 is reversible and can be used with both old and new style coupling shield retainers and locknuts. 2. Tighten the coupling shield retainer and locknut assembly after an adjustment or repair has been made to the power steering gear to the specified torque (See Figure 3). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 433211 > Nov > 94 > Steering Wheel - Noise at Right Dash Area When Turning Steering Gear: All Technical Service Bulletins Steering Wheel - Noise at Right Dash Area When Turning File In Section: 3 - Steering/Suspension Bulletin No.: 43-32-11 Date: November, 1994 Subject: Crunch Noise from Right Side Dash Area when Turning Steering Wheel (Replace Steering Grommet) Models: 1991-94 Buick Skylark 1991-94 Chevrolet Beretta, Corsica, Cavalier 1991 Oldsmobile Cutlass Calais 1992-94 Oldsmobile Achieva 1991-94 Pontiac Grand Am, Sun bird VIN Breakpoints: 1994 vehicles built prior to the following VIN numbers: J Car: R7574194 (Pontiac Lordstown) R7293501 (Chevrolet Lordstown) All "J" cars assembled in Ramos L Car: RY250151 N Car: RM573861 RM037851 RC777220 RC285393 Condition Some owners may comment on a brief crunch noise originating from the right side dash area as the steering wheel is being turned. This noise would be more noticeable when the wheel has been turned full right, then turned back to the left. This noise may be more noticeable when the vehicle is stopped or moving slowly during parking maneuvers. Also, this noise would only occur during cold temperatures below 4O°F (4°C). Cause The rubber grommets retaining the steering gear may flex and exhibit a crunch noise. Correction Install a new steering grommet, P/N 26047683, on the right side. The new grommet has a softer compound to allow more compliance without crunching. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time E9745 0.5 hr. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 333213 > Nov > 93 > Alignment - Vehicle May Lead or Pull Steering Gear: All Technical Service Bulletins Alignment - Vehicle May Lead or Pull Group Ref.: Steering/Suspension Bulletin No.: 333213 Date: November, 1993 SUBJECT: VEHICLE MAY LEAD OR PULL (DIAGNOSE/SERVICE PROCEDURE) MODELS: 1992-94 BUICK SKYLARK 1992-94 CHEVROLET CAVALIER, CORSICA AND BERETTA 1992-94 OLDSMOBILE ACHIEVA 1992-94 PONTIAC SUNBIRD AND GRAND AM CONDITION: Some owners may experience that the vehicle may lead or pull. CORRECTION: DO NOT replace the steering gear to fix a lead or pull on 1993-94 vehicles as this will not solve the problem. It may temporarily mask the problem due to the higher internal friction in the new gear. However, the condition will resurface when the gear is worn in with mileage. On 1992-94 vehicles, the following procedure should be followed for lead and pull conditions: - Consult J/L/N lead/pull Corporate Bulletin # 073002. Previous divisional publication numbers were: Chevrolet 92-5O-3B Pontiac 92-3-3 Oldsmobile 92-T-20 GM of Canada 92-3-110 - Consult J/L/N memory steer Corporate Bulletin # 233303R. Previous divisional publication numbers were: Chevrolet 93-171-3B Buick 93-3-8 Pontiac 93-3-10 Oldsmobile 93-T-60 GM of Canada 93-3C-102 If the problem still exists, check system flows and pressures using gauge J 5176-D or J 25323-B. System flow should be 1.9 gpm - 2.3 gpm, back pressure at or less than 100 psi with wheels straight ahead and the engine at idle. If flows or pressures are out of specification, look for pinched or crimped steering hoses and check for blockages by blowing air through the steering lines. If problem still exists for 1992 V-6 vehicles only, evaluate vehicle for steering system induced lead/pull by coasting with vehicle in neutral and engine off. Restart the vehicle. A steering induced lead/pull will result in a significant, abrupt pull to the right. If this occurs, remove power steering cooler lines from the steering system, (refer to Section 3B in the Service Manual). Use the following hoses to connect directly from the steering gear to the pump reservoir inlet tube. 1. LHO engine (VIN T): Power steering cooler by-pass hose # 26038210 2. LG7 engine (VIN N): Power steering cooler by-pass hose # 26031205 If problem still persists on 1992 vehicles only, steering gear replacement can be attempted. 1993-94 vehicles have updated steering racks and should not require replacement for lead/pull conditions. Also on 1993-94 vehicles, there are no cooler lines; therefore, the above by-pass hoses do not apply. This is the latest information which should resolve any lead/pull conditions. Parts are expected to be available on November 8, 1993. WARRANTY INFORMATION: For vehicles repaired under warranty, use: Labor Operation Number: T3385 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 333213 > Nov > 93 > Alignment - Vehicle May Lead or Pull > Page 5658 Labor Time: 0.6 hr. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > All Other Service Bulletins for Steering Gear: > 331106 > Dec > 93 > A/C - Water Leaking Into Passenger Footwell Area Air Duct: All Technical Service Bulletins A/C - Water Leaking Into Passenger Footwell Area Group Ref.: HVAC Bulletin No.: 331106 Date: December, 1993 SUBJECT: WATER LEAKING INTO THE FOOTWELL OF THE RIGHT FRONT PASSENGER AREA (REPOSITION AIR INLET TO FRONT OF DASH GASKET) MODELS: 1994 CHEVROLET CAVALIER 1994 PONTIAC SUNBIRD Vehicles affected were produced at Lordstown: Chevrolet: S.O.P. to R7118284 Pontiac: S.O.P. to R7506224 CONDITION: Some owners may comment on water leaking into the footwell of the right front passenger area. CAUSE: This condition could be caused by a twisted gasket between the blower air inlet and the front of dash. CORRECTION: Remove the blower air inlet and reposition the gasket to seal completely around air inlet and reinstall. Follow service procedure outlined in Section 1A or 1B of the appropriate service manual. WARRANTY INFORMATION: For vehicles repaired under warranty, use: Labor Operation Number: D1870 Labor Time: Use published labor operation time. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Technical Service Bulletins > Page 5669 Steering Gear: Specifications Component .......................................................................................................................................... ....................................................... Torque/Ft. Lbs. Adjuster Plug Locknut .......................................................................................................................... ............................................................................. 50 Coupling To Steering Shaft .............................. .............................................................................................................................................................. .... 37 Coupling To Stub Shaft ............................................................................................................. ......................................................................................... 34 Inner Tie Rod Bolts ............................... .............................................................................................................................................................. ............... 65 Pinion Locknut ................................................................................................................ ................................................................................................... 26 Pinion Preload [01] ..................... .............................................................................................................................................................. ........................ 16 Power Steering Line Fittings .................................................................................. ......................................................................................................... [02] Rack & Pinion Mounting Clamp Nuts .................................................................................................. ............................................................................. 22 Rod & Piston Assembly To Rack ...................... .............................................................................................................................................................. ... 65 Tie Rod End To Steering Knuckle .............................................................................................. ....................................................................................... 35 Tie Rod Pinch Bolts ................................ .............................................................................................................................................................. ............. 41 [01] Inch lbs. [02] Valve end, 14 ft. lbs. cylinder end, 20 ft. lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Service and Repair > Power Steering Gear Steering Gear: Service and Repair Power Steering Gear Fig. 9 Power Rack & Pinion Steering Gear Removal 1. Disconnect battery ground cable. 2. Remove left hand sound insulator. 3. From under instrument panel, pull downward on steering column seal, then remove upper pinch bolt from flexible coupling 4. Raise and support front of vehicle, then remove both front wheel and tire assemblies. 5. Disconnect tie rods from struts using tool No. J24319-01, then lower vehicle. 6. Remove steering gear mounting clamps, Fig. 9. 7. Move steering gear assembly slightly forward, then remove lower pinch bolt from flexible coupling and detach coupling from steering gear stub shaft. 8. Remove dash panel seal from steering gear. 9. Raise and support front of vehicle, then remove splash shield from left inner fender. 10. Place left hand knuckle and hub assembly in the full left turn position, then remove steering gear through access hole in left hand inner fender. 11. Reverse procedure to install. Torque attaching nuts, bolts and screws to specifications. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Service and Repair > Power Steering Gear > Page 5672 Steering Gear: Service and Repair Saginaw Rack & Pinion Power Steering Gear Outer Tie Rod Fig. 24 Exploded View Of Power Rack & Pinion Assembly Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Service and Repair > Power Steering Gear > Page 5673 Fig. 25 Outer Tie Rod Assembly 1. Remove cotter pin, then hex slotted nut from outer tie rod ball stud, Figs. 24 and 25. 2. Loosen outer tie rod pinch bolts, then separate outer tie rod from steering knuckle using steering linkage puller, tool No. J 24319-01, or equivalent. 3. Remove outer tie rod from tie rod adjuster. 4. Reverse procedure to install, noting the following: a. Torque hex slotted nut to 35 ft. lbs., with a maximum of 50 ft. lbs. to install cotter pin. b. Adjust toe by turning tie rod adjuster. c. Torque pinch bolts to 41 ft. lbs. Inner Tie Rod Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Service and Repair > Power Steering Gear > Page 5674 Fig. 26 Inner Tie Rod Assembly 1. Remove and dispose of lock plate from inner tie rod bolts, Fig. 26. 2. Remove inner tie rod bolt. 3. Slide out and remove inner tie rod between bolt support plate and rack and pinion boot. If both inner tie rods are to be removed, after removing the first tie rod, reinstall bolt to keep rack and pinion and other parts aligned. 4. Reverse procedure to install. Ensure center housing cover washers are fitted into rack and pinion boot. Torque inner tie rod bolts to 65 ft. lbs. and install new lock plate with notches in proper position over flats of inner tie rod bolts. Upper Pinion Bushing and Pinion Shaft Seal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Service and Repair > Power Steering Gear > Page 5675 Fig. 36 Pinion Shaft Seal & Bushing Removal 1. Remove upper pinion bushing and seal with a forceful punch, then install new bushing, Fig. 36. 2. Using pinion seal installer, tool No. J 29822, or equivalent, seat new seal in housing with seal tip facing up. Boot or Rack Guide Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Service and Repair > Power Steering Gear > Page 5676 Fig. 24 Exploded View Of Power Rack & Pinion Assembly 1. Cut off righthand mounting grommet and boot clamps, Fig. 24. 2. Slide boot retaining bushing from rack and pinion boot. 3. Slide boot assembly from rack and pinion housing. 4. Remove insert and rack guide assembly as necessary. 5. Slide boot retaining bushing from rack and pinion boot. 6. Slide new boot clamp onto rack and pinion boot. 7. Insert boot retaining bushing into rack and pinion boot. 8. Coat inner lip of boot retaining bushing lightly with suitable grease to facilitate assembly, then slide assembly onto housing assembly. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Service and Repair > Power Steering Gear > Page 5677 9. Ensure center housing cover washers are in place on rack and pinion boot. 10. For ease of assembly, insert inner tie rod bolt through center housing cover washers, insert and rack guide and lightly thread bolt into rod and rack assembly to keep components in proper alignment. 11. Place boot retaining bushing onto cylinder tube of rack and pinion assembly, then slide into end of rack and pinion boot. 12. Slide boot clamp over cylinder end of housing and position on rack and pinion boot. 13. Slide rack and pinion boot and boot retaining bushing until seated in bushing groove in housing. 14. Position boot clamp on rack and pinion boot and crimp clamp. 15. Position bridge of boot clamp over split in boot retaining bushing and crimp clamp. Bridge of boot clamp must be crimped over split in boot retaining bushing to ensure proper sealing. Rod/Rack and Cylinder Tube Assembly Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Service and Repair > Power Steering Gear > Page 5678 Fig. 24 Exploded View Of Power Rack & Pinion Assembly 1. Remove dust cover from housing, Fig. 24. 2. While holding stub shaft, remove locknut from pinion. 3. With gear centered, mark location of stub shaft notch on housing to aid in proper installation of the pinion and valve assembly. 4. Using a suitable press, press on threaded end of pinion until it is possible to remove the pinion and valve assembly from the housing. 5. Remove stub shaft dust seal, stub shaft seal, stub shaft bearing annulus assembly, then the pinion and valve assembly with spool shaft retaining ring and valve body rings attached. 6. Using wrench, tool No. J 36343, or equivalent, remove cylinder tube assembly from housing. Mark location of fittings on housing before removal. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Service and Repair > Power Steering Gear > Page 5679 7. Remove piston rod guide rack from housing and disassemble as follows: a. Remove hex nut from rod and rack assembly. b. Remove rack piston with O-ring seal, piston ring and piston rod guide assembly. c. Remove O-ring seal and piston rod seal from piston rod guide. 8. Remove retaining ring from housing. 9. Remove pinion bearing assembly from housing. 10. Remove pinion shaft seal and upper pinion bushing from housing. 11. Coat all seals with power steering fluid. 12. Install upper pinion bushing into valve bore in housing. 13. Using seal installer tool No. J 29822, or equivalent, seat pinion shaft seal into housing. 14. Using suitable press, install pinion bearing assembly into housing. 15. Install retaining ring in groove in housing, positioning properly. 16. Assemble piston rod seal and O-ring seal to piston rod guide. 17. Assemble O-ring seal and piston ring to rack piston. 18. Slide seal back-up washer, piston rod guide assembly and rack piston onto rod and rack assembly. 19. Install hex nut on rod and rack assembly. Torque to 30 ft. lbs. 20. Slide piston rod guide assembly into housing. 21. Apply one small drop of Loctite 242, or equivalent, in three equally spaced locations around threaded portion of housing. Be sure to use sealant sparingly to ensure ease of removal of cylinder tube assembly if future repairs are necessary. 22. Slide cylinder tube assembly over rack piston ring to housing, then, using torque wrench, or equivalent, torque to 82 ft. lbs. Be sure to align fittings on cylinder tube with mark on housing before tightening to ensure cylinder line installation. 23. Assemble insert and rack guide assembly to rod and rack assembly in housing. 24. Center rack guide assembly in housing window opening. 25. Using protector tool No. J 33057, or equivalent, install pinion and valve assembly, together with new valve body rings, and spool shaft retaining ring into housing. When pinion and valve assembly is fully seated in housing, notch in stub shaft and mark on housing line up and insert and rack guide assembly is centered in window housing. 26. While holding stub shaft, torque locknut to 26 ft. lbs. 27. Install dust cover on housing. 28. Install stub shaft bearing annulus assembly onto stub shaft and slide into housing. 29. Place seal protector tool No. J 29810, or equivalent, onto stub shaft, then slide stub shaft seal and stub shaft dust seal over protector and into housing. 30. Install retaining ring into groove in housing. 31. Coat rack bearing, with O-ring seal attached, adjuster spring and the adjuster plug with lithium base grease and install in housing. 32. With rack centered in window in housing, turn adjuster plug clockwise until it bottoms in housing, then back off 50-70 °. Check pinion preload torque, which should not exceed 16 inch lbs. 32. Install locknut on adjuster plug and torque to 50 ft. lbs. while holding adjuster plug stationary. Rack, Pinion Boot & Breather Tube Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Service and Repair > Power Steering Gear > Page 5680 Fig. 15 Boot Replacement Fig. 16 Boot Seal Application REMOVAL 1. Remove outer tie rod. 2. Remove hex jam nut from inner tie rod assembly. 3. Remove tie rod end clamp, Fig. 15, then remove and discard boot clamp with side cutters. 4. Mark location of breather tube on housing before removing tube, then remove boot and breather tube. INSTALLATION Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Service and Repair > Power Steering Gear > Page 5681 1. Install new boot clamp onto boot. 2. Apply grease to inner tie rod or housing as shown in Fig. 16. 3. Align and install breather tube. 4. Install boot onto housing until seated in housing groove tang. 5. Position boot clamp on boot and crimp. 6. Position tie rod end clamp on boot and secure with pliers. Pinion and Valve Assembly Fig. 34 Pinion & Valve Assembly REMOVAL 1. Turn stub shaft until rack guide is equal distance from both sides of housing opening, then mark location of stub shaft notch on housing, Fig. 34. 2. Using a suitable press, press on threaded end of pinion until it is possible to remove valve and pinion assembly from housing. 3. Replace valve body rings if necessary. Rack Bearing Preload ON VEHICLE ADJUSTMENT Make adjustment with front wheels raised and steering wheel centered. Ensure the steering wheel returns to the center position after adjustment. 1. Loosen locknut, then turn adjuster plug clockwise until it bottoms in housing, then back off 35 ° to 45 °. 2. Torque locknut to adjuster plug to 50 ft. lbs. while holding adjuster plug. Pinion Bearing Assembly Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Service and Repair > Power Steering Gear > Page 5682 Fig. 36 Pinion Shaft Seal & Bushing Removal 1. Remove bearing retainer ring, Fig. 35. 2. Using a drift or punch, gently tap on bearing until removed. 3. To install, use a suitable socket and press on outer race of bearing until firmly seated. 4. Install retaining ring. Inner Pivot Bushing Fig. 27 Inner Pivot Bushing Replacement Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Service and Repair > Power Steering Gear > Page 5683 Refer to Fig. 27 for replacement procedure. Flange and Steering Coupling Assembly Fig. 28 Flange & Steering Coupling Assembly 1. Remove rack and pinion assembly from vehicle. 2. Remove pinch bolt from flange and steering coupling assembly, then the coupling, Fig. 28 3. Reverse procedure to install. Torque pinch bolt to 29 ft. lbs. Hydraulic Cylinder Lines Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Service and Repair > Power Steering Gear > Page 5684 Fig. 24 Exploded View Of Power Rack & Pinion Assembly Refer to Fig. 24 for replacement procedure. Ensure new O-rings are installed. Torque line fittings at valve end to 14 ft. lbs. and at cylinder end to 20 ft. lbs. Rack Guide Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Service and Repair > Power Steering Gear > Page 5685 Fig. 24 Exploded View Of Power Rack & Pinion Assembly Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Service and Repair > Power Steering Gear > Page 5686 Fig. 25 Outer Tie Rod Assembly Fig. 26 Inner Tie Rod Assembly REMOVAL 1. Remove rack and pinion steering assembly from vehicle. 2. Remove lock plate from inner tie rod bolts and discard, Figs. 24 and 29. 3. Remove inner tie rod bolts, bolt support plate, cylinder lines and inner tie rod assemblies. 4. Cut and remove mounting grommet and boot clamp. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Service and Repair > Power Steering Gear > Page 5687 5. Slide boot retaining bushing from rack and pinion boot, then boot assembly from rack and pinion housing. 6. Insert rack guide assembly from rod and rack assembly if necessary. Fig. 27 Inner Pivot Bushing Replacement Fig. 28 Flange & Steering Coupling Assembly Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Service and Repair > Power Steering Gear > Page 5688 Fig. 29 Boot & Rack Guide Assembly INSTALLATION 1. Slide boot retaining bushing from rack and pinion housing. 2. Slide new boot clamp on rack and pinion boot and install boot retaining bushing into rack and pinion boot. 3. Install rack guide on rack. 4. Coat inner lip of boot retaining bushing lightly with grease, then install boot on housing. Ensure center housing cover washers are in place on boot. 5. Install inner tie rod bolts through cover washers and rack and pinion boot. Screw into rack lightly. 6. Slide boot and boot retaining bushing until seated in bushing groove in housing. Crimp new boot clamp. 7. Slide other end of boot into boot groove on cylinder end of housing. 8. Slide other end of boot into boot groove on cylinder end of housing and crimp new boot clamp. Bridge of boot clamp must be crimped over split in boot retaining bushing to ensure proper sealing, Fig. 30. 9. Install new lock plate with notches in proper position over flats of inner tie rod bolts. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Service and Repair > Power Steering Gear > Page 5689 Fig. 30 Boot Clamp Position Rack Bearings Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Service and Repair > Power Steering Gear > Page 5690 Fig. 31 Rack Bearing Assembly REMOVAL 1. Remove rack and pinion assembly from vehicle. 2. Remove adjuster plug nut from adjuster plug, then adjuster plug from housing, Fig. 31. 3. Remove adjuster spring and rack bearing with O-ring seal attached. Stub Shaft Seals and Upper Bearing Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Service and Repair > Power Steering Gear > Page 5691 Fig. 33 Stub Shaft Seals & Upper Bearing Assembly REMOVAL 1. Remove rack and pinion assembly from vehicle. 2. Remove retaining ring and dust cover, Fig. 33. 3. While holding stub shaft, remove locknut from pinion. If stub shaft is not held, damage to pinion teeth will occur. 4. Using a suitable press, press on threaded end of pinion until flush with ball bearing assembly. Complete removal of valve and pinion assembly is not required. 5. Remove stub shaft dust seal, stub shaft seal and stub shaft bearing annulus assembly from valve end of housing. Removal/Installation Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Component Information > Service and Repair > Power Steering Gear > Page 5692 Fig. 9 Power Rack & Pinion Steering Gear Removal 1. Disconnect battery ground cable. 2. Remove left hand sound insulator. 3. From under instrument panel, pull downward on steering column seal, then remove upper pinch bolt from flexible coupling. 4. Disconnect pressure line from steering gear and remove screw attaching line bracket to cowl. 5. Raise and support front of vehicle, then remove both front wheel and tire assemblies. 6. Disconnect tie rods from struts using tool No. J24319-01, then lower vehicle. 7. Remove steering gear mounting clamps, Fig. 9. 8. Move steering gear slightly forward, then disconnect return line from gear and drain power steering fluid. 9. Remove lower pinch bolt from flexible coupling, then detach coupling from steering gear stub shaft and remove dash seal. 10. Raise and support front of vehicle, then remove splash shield from left inner fender. 11. Place steering knuckle and hub assembly into the full left turn position, then remove steering gear through access hole in left hand inner fender. 12. Reverse procedure to install, noting the following: a. If steering gear mounting clamps have backed out during removal, install double nuts on stud and Torque to 22 ft. lbs. b. Torque coupling to stub shaft pinch bolt to 30 ft. lbs. c. Torque pressure and return line fittings to specifications. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Wheel > Component Information > Service and Repair Steering Wheel: Service and Repair 1. Disconnect battery ground cable. 2. Remove steering wheel center pad attaching screws. 3. Disconnect horn electrical connector, then remove steering wheel center pad. 4. Remove steering wheel retaining nut and retainer. 5. Remove steering dampener, if equipped. 6. Scribe alignment marks on steering wheel and shaft to aid installation. 7. Using tool J-1859-03 or BT-61-9 or equivalent, remove steering wheel from shaft. 8. Reverse procedure to install. Torque steering wheel attaching nut to 30 ft. lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Tie Rod > Tie Rod Boot > Component Information > Service and Repair > Rack, Pinion Boot & Breather Tube Tie Rod Boot: Service and Repair Rack, Pinion Boot & Breather Tube Fig. 15 Boot Replacement Fig. 16 Boot Seal Application REMOVAL 1. Remove outer tie rod. 2. Remove hex jam nut from inner tie rod assembly. 3. Remove tie rod end clamp, Fig. 15, then remove and discard boot clamp with side cutters. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Tie Rod > Tie Rod Boot > Component Information > Service and Repair > Rack, Pinion Boot & Breather Tube > Page 5701 4. Mark location of breather tube on housing before removing tube, then remove boot and breather tube. INSTALLATION 1. Install new boot clamp onto boot. 2. Apply grease to inner tie rod or housing as shown in Fig. 16. 3. Align and install breather tube. 4. Install boot onto housing until seated in housing groove tang. 5. Position boot clamp on boot and crimp. 6. Position tie rod end clamp on boot and secure with pliers. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Tie Rod > Tie Rod Boot > Component Information > Service and Repair > Rack, Pinion Boot & Breather Tube > Page 5702 Tie Rod Boot: Service and Repair Boot or Rack Guide Fig. 24 Exploded View Of Power Rack & Pinion Assembly 1. Cut off righthand mounting grommet and boot clamps, Fig. 24. 2. Slide boot retaining bushing from rack and pinion boot. 3. Slide boot assembly from rack and pinion housing. 4. Remove insert and rack guide assembly as necessary. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Tie Rod > Tie Rod Boot > Component Information > Service and Repair > Rack, Pinion Boot & Breather Tube > Page 5703 5. Slide boot retaining bushing from rack and pinion boot. 6. Slide new boot clamp onto rack and pinion boot. 7. Insert boot retaining bushing into rack and pinion boot. 8. Coat inner lip of boot retaining bushing lightly with suitable grease to facilitate assembly, then slide assembly onto housing assembly. 9. Ensure center housing cover washers are in place on rack and pinion boot. 10. For ease of assembly, insert inner tie rod bolt through center housing cover washers, insert and rack guide and lightly thread bolt into rod and rack assembly to keep components in proper alignment. 11. Place boot retaining bushing onto cylinder tube of rack and pinion assembly, then slide into end of rack and pinion boot. 12. Slide boot clamp over cylinder end of housing and position on rack and pinion boot. 13. Slide rack and pinion boot and boot retaining bushing until seated in bushing groove in housing. 14. Position boot clamp on rack and pinion boot and crimp clamp. 15. Position bridge of boot clamp over split in boot retaining bushing and crimp clamp. Bridge of boot clamp must be crimped over split in boot retaining bushing to ensure proper sealing. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Tie Rod > Tie Rod End > Component Information > Service and Repair > Outer Tie Rod Tie Rod End: Service and Repair Outer Tie Rod Fig. 24 Exploded View Of Power Rack & Pinion Assembly Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Tie Rod > Tie Rod End > Component Information > Service and Repair > Outer Tie Rod > Page 5708 Fig. 25 Outer Tie Rod Assembly 1. Remove cotter pin, then hex slotted nut from outer tie rod ball stud, Figs. 24 and 25. 2. Loosen outer tie rod pinch bolts, then separate outer tie rod from steering knuckle using steering linkage puller, tool No. J 24319-01, or equivalent. 3. Remove outer tie rod from tie rod adjuster. 4. Reverse procedure to install, noting the following: a. Torque hex slotted nut to 35 ft. lbs., with a maximum of 50 ft. lbs. to install cotter pin. b. Adjust toe by turning tie rod adjuster. c. Torque pinch bolts to 41 ft. lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Tie Rod > Tie Rod End > Component Information > Service and Repair > Outer Tie Rod > Page 5709 Tie Rod End: Service and Repair Inner Tie Rod Fig. 26 Inner Tie Rod Assembly 1. Remove and dispose of lock plate from inner tie rod bolts, Fig. 26. 2. Remove inner tie rod bolt. 3. Slide out and remove inner tie rod between bolt support plate and rack and pinion boot. If both inner tie rods are to be removed, after removing the first tie rod, reinstall bolt to keep rack and pinion and other parts aligned. 4. Reverse procedure to install. Ensure center housing cover washers are fitted into rack and pinion boot. Torque inner tie rod bolts to 65 ft. lbs. and install new lock plate with notches in proper position over flats of inner tie rod bolts. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Steering > Tie Rod > Tie Rod End > Component Information > Service and Repair > Outer Tie Rod > Page 5710 Tie Rod End: Service and Repair Inner Pivot Bushings Fig. 27 Inner Pivot Bushing Replacement Refer to Fig. 27 for replacement procedure. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Axle Beam > Component Information > Specifications Tightening Specifications Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Axle Beam > Component Information > Specifications > Page 5715 Axle Beam: Service and Repair Fig. 2 Rear Suspension Exploded View 1. Raise vehicle and support vehicle. Support rear suspension with suitable jack. 2. Disconnect stabilizer bar at axle assembly, if equipped, Fig. 2. 3. Remove rear wheel assembly and brake drum. Do not hammer on brake drum since damage to bearings may result. 4. Remove shock absorber to lower mounting bracket attaching bolts, then disconnect shock absorbers from axle assembly, Fig. 2. 5. Disconnect parking brake cable and brake lines at axle brackets. 6. Carefully lower rear axle assembly and remove coil springs and insulators. 7. Remove control arm to underbody bracket bolts, then lower the axle assembly and remove from vehicle. 8. Remove hub to rear axle attaching bolts, then the hubs, bearings and backing plates from rear axle assembly. 9. Reverse procedure to install and bleed brake system. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Ball Joint > Component Information > Testing and Inspection Ball Joint: Testing and Inspection 1. Raise and support vehicle so that suspension is allowed to hang free. 2. Grasp wheel and tire assembly at top and bottom, then rock top of wheel and tire assembly inward and outward. 3. While rocking wheel and tire assembly, observe movement between steering knuckle and control arm. If any horizontal movement is present, replace ball joint. 4. If ball joint is disconnected from steering knuckle, use finger to try to twist ball joint in its socket. If ball joint can be twisted in its socket, replace ball joint. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Ball Joint > Component Information > Testing and Inspection > Page 5719 Ball Joint: Service and Repair Fig. 7 Assembling Lower Ball Joint To Lower Control Arm 1. Raise and support vehicle, then remove wheel and tire. 2. Install modified tool No. J 34754, or equivalent, then remove ball joint attaching cotter pin. 3. Remove ball joint stud retaining nut, then using tool No. J-38892, or equivalent, separate ball joint from steering knuckle. 4. Using a 1/8 inch drill, drill pilot holes completely through the rivets. Using a 1/2 inch drill, drill final holes through rivets to ensure fitting of new ball joint. 5. Loosen stabilizer shaft assembly bushing attaching nut. 6. Remove ball joint from steering knuckle and control arm. 7. Assemble new ball joint to lower control arm with bolts provided in service package, Fig. 7. Tighten bolts to specification. 8. Insert ball joint stud into steering knuckle and tighten nut to specifications. 9. Install wheel and tire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Control Arm > Control Arm Bushing > Component Information > Service and Repair Control Arm Bushing: Service and Repair Fig. 4. Control Arm Bushing Removal And Installation 1. Raise rear of vehicle and support rear axle under front side of spring seat using a suitable jack. 2. Remove wheel and tire assembly. 3. If right hand side bushing is to be replaced, disconnect brake line bracket from body. If left hand side bushing is to be replaced, disconnect brake line bracket from frame and parking brake cable at hook guide. 4. Remove control arm to mounting bracket attaching nut, bolt and washer, then allow control arm to rotate downward. 5. The bushing can now be replaced using tools shown in Fig. 4. When installing bushing, the arrow on the installer must align with arrow on the receiver, Fig. 4. 6. Reverse procedure to complete installation. The control arm attaching bolt must be torqued after vehicle is lowered to floor and is in its standing height position. Torque attaching bolt to specifications. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Front Steering Knuckle > Component Information > Service and Repair Front Steering Knuckle: Service and Repair 1. Raise and support vehicle, then remove wheel and tire. 2. Remove front hub and bearing. Refer to Transmission and Drivetrain / Drive Axles, Bearings and Joints / Wheel Bearing. See: Wheel Bearing/Service and Repair 3. Using tool J-29330, on 1989-90 models or J-38892, on 1991-92 models, separate ball joint from steering knuckle. 4. Remove strut to steering knuckle attaching bolts, then disconnect strut from steering knuckle. 5. Assemble strut to new steering knuckle and install attaching bolts finger tight. 6. Insert ball joint stud into steering knuckle and torque stud nut to specification. 7. Torque strut to steering knuckle bolts to specification. 8. Reverse removal procedure to complete installation. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Spindle > Component Information > Technical Service Bulletins > Recalls: > NHTSA94V115000 > Jun > 94 > Recall 94V115000: Drive Axle Spindle Nuts Defect Spindle: Recalls Recall 94V115000: Drive Axle Spindle Nuts Defect THESE VEHICLES WERE BUILT WITH OVERTORQUED DRIVE AXLE SPINDLE NUTS. THIS CONDITION CAN CAUSE EXCESSIVE LOADS ON THE SPINDLE NUT AND DRIVE AXLE RESULTING IN FAILURE OF THE DRIVE AXLE OR THE SPINDLE NUT. FAILURE OF EITHER OF THESE COMPONENTS CAN RESULT IN SEPARATION OF THE STEERING KNUCKLE TIRE-WHEEL ASSEMBLY FROM THE DRIVE AXLE. THIS CAN RESULT IN LOSS OF VEHICLE CONTROL AND A VEHICLE ACCIDENT. DEALERS WILL REPLACE THE LEFT-HAND AND RIGHT-HAND DRIVE AXLES, BEARING-HUB ASSEMBLIES, SPINDLE NUTS, AND WASHERS ON ALL INVOLVED VEHICLES. CORRECTIVE ACTION: DEALERS WILL REPLACE LEFT-HAND AND RIGHT-HAND DRIVE AXLES, BEARING-HUB ASSEMBLIES, SPINDLE NUTS, AND WASHERS ON ALL INVOLVED VEHICLES. SYSTEM: SUSPENSION; INDEPENDENT FRONT SPINDLE; KNUCKLE; STEERING. VEHICLE DESCRIPTION: PASSENGER CARS. NOTE: IF YOUR VEHICLE IS PRESENTED TO AN AUTHORIZED DEALER ON AN AGREED UPON SERVICE DATE AND THE REMEDY IS NOT PROVIDED WITHIN A REASONABLE TIME AND FREE OF CHARGE OR THE REMEDY DOES NOT CORRECT THE DEFECT OR NONCOMPLIANCE, PLEASE CONTACT CHEVROLET SERVICE CENTER AT 1-800-222-1020 OR PONTIAC SERVICE CENTER AT1-800-762-2737. ALSO, CONTACT THE NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION'S AUTO SAFETY HOTLINE AT 1-800-424-9393. 1994 CHEVROLET CAVALIER 1994 PONTIAC SUNBIRD Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Spindle > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > NHTSA94V115000 > Jun > 94 > Recall 94V115000: Drive Axle Spindle Nuts Defect Spindle: All Technical Service Bulletins Recall 94V115000: Drive Axle Spindle Nuts Defect THESE VEHICLES WERE BUILT WITH OVERTORQUED DRIVE AXLE SPINDLE NUTS. THIS CONDITION CAN CAUSE EXCESSIVE LOADS ON THE SPINDLE NUT AND DRIVE AXLE RESULTING IN FAILURE OF THE DRIVE AXLE OR THE SPINDLE NUT. FAILURE OF EITHER OF THESE COMPONENTS CAN RESULT IN SEPARATION OF THE STEERING KNUCKLE TIRE-WHEEL ASSEMBLY FROM THE DRIVE AXLE. THIS CAN RESULT IN LOSS OF VEHICLE CONTROL AND A VEHICLE ACCIDENT. DEALERS WILL REPLACE THE LEFT-HAND AND RIGHT-HAND DRIVE AXLES, BEARING-HUB ASSEMBLIES, SPINDLE NUTS, AND WASHERS ON ALL INVOLVED VEHICLES. CORRECTIVE ACTION: DEALERS WILL REPLACE LEFT-HAND AND RIGHT-HAND DRIVE AXLES, BEARING-HUB ASSEMBLIES, SPINDLE NUTS, AND WASHERS ON ALL INVOLVED VEHICLES. SYSTEM: SUSPENSION; INDEPENDENT FRONT SPINDLE; KNUCKLE; STEERING. VEHICLE DESCRIPTION: PASSENGER CARS. NOTE: IF YOUR VEHICLE IS PRESENTED TO AN AUTHORIZED DEALER ON AN AGREED UPON SERVICE DATE AND THE REMEDY IS NOT PROVIDED WITHIN A REASONABLE TIME AND FREE OF CHARGE OR THE REMEDY DOES NOT CORRECT THE DEFECT OR NONCOMPLIANCE, PLEASE CONTACT CHEVROLET SERVICE CENTER AT 1-800-222-1020 OR PONTIAC SERVICE CENTER AT1-800-762-2737. ALSO, CONTACT THE NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION'S AUTO SAFETY HOTLINE AT 1-800-424-9393. 1994 CHEVROLET CAVALIER 1994 PONTIAC SUNBIRD Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Spindle > Component Information > Technical Service Bulletins > All Other Service Bulletins for Spindle: > 331106 > Dec > 93 > A/C - Water Leaking Into Passenger Footwell Area Air Duct: All Technical Service Bulletins A/C - Water Leaking Into Passenger Footwell Area Group Ref.: HVAC Bulletin No.: 331106 Date: December, 1993 SUBJECT: WATER LEAKING INTO THE FOOTWELL OF THE RIGHT FRONT PASSENGER AREA (REPOSITION AIR INLET TO FRONT OF DASH GASKET) MODELS: 1994 CHEVROLET CAVALIER 1994 PONTIAC SUNBIRD Vehicles affected were produced at Lordstown: Chevrolet: S.O.P. to R7118284 Pontiac: S.O.P. to R7506224 CONDITION: Some owners may comment on water leaking into the footwell of the right front passenger area. CAUSE: This condition could be caused by a twisted gasket between the blower air inlet and the front of dash. CORRECTION: Remove the blower air inlet and reposition the gasket to seal completely around air inlet and reinstall. Follow service procedure outlined in Section 1A or 1B of the appropriate service manual. WARRANTY INFORMATION: For vehicles repaired under warranty, use: Labor Operation Number: D1870 Labor Time: Use published labor operation time. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Stabilizer Shaft <--> [Stabilizer Bar, Sway Control] > Stabilizer Bushing > Component Information > Technical Service Bulletins > Customer Interest for Stabilizer Bushing: > 73-33-01A > Dec > 97 > Interior - Squawk From Front Suspension Or Engine Area Stabilizer Bushing: Customer Interest Interior - Squawk From Front Suspension Or Engine Area File In Section: 3 - Steering/Suspension Bulletin No.: 73-33-01A Date: December, 1997 Subject: Squawk Noise Coming from Front Suspension or Engine Compartment Area (Install Ultra High Molecular Tape) Models: 1993-98 Buick Skylark 1993-94 Chevrolet Cavalier 1993-96 Chevrolet Beretta, Corsica 1993-98 Oldsmobile Achieva 1993-94 Pontiac Sunbird 1993-98 Pontiac Grand Am This bulletin is being revised to add the 1998 model for the N-Car and eliminate VIN Breakpoints. Please discard Corporate Bulletin Number 73-33-01 (Section 3 - Steering/Suspension). Condition Some owners may comment on a "squawk" noise coming from the front suspension or engine compartment area. This noise may be more noticeable over small bumps, entering parking lots, and including any irregular road surfaces. This condition may also be more noticeable in cold weather conditions. Cause The squawk noise may be caused by the rubber stabilizer bushing material bleeding through the Teflon/Polyester sock (on later models) and coming into contact with the stabilizer shaft. On earlier models, the squawk may be caused from friction when the stabilizer bushing is grabbing and releasing the stabilizer shaft. Correction If the above conditions exist, perform the following repair: 1. Remove front stabilizer bushing clamps and bushings. Refer to Section 3C of the Service Manual. 2. Inspect stabilizer bushings for visible wear, replace if necessary. 3. Use crocus cloth (or equivalent) to sand the stabilizer shaft where the stabilizer bushings contact the stabilizer shaft. Sand all rough corrosion thoroughly. Do not remove paint if it is intact. 4. Install UHM (Ultra High Molecular) tape (provided in kit, P/N 22602686) into stabilizer bushing; adhesive side of tape should be installed onto the bushing. Install UHM tape to the opening of the bushing (the slit) as well as the circumference (this will secure the tape in place). Kit provides enough tape for two bushings (one vehicle). 5. Reassemble. Parts Information P/N Description 22602686 Service Kit (Consists of Tape and Instruction Sheet) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Stabilizer Shaft <--> [Stabilizer Bar, Sway Control] > Stabilizer Bushing > Component Information > Technical Service Bulletins > Customer Interest for Stabilizer Bushing: > 73-33-01A > Dec > 97 > Interior - Squawk From Front Suspension Or Engine Area > Page 5759 Stabilizer Bushings Only Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time E2180 Use published labor operation time Add 0.9 hr Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Stabilizer Shaft <--> [Stabilizer Bar, Sway Control] > Stabilizer Bushing > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Stabilizer Bushing: > 73-33-01A > Dec > 97 > Interior - Squawk From Front Suspension Or Engine Area Stabilizer Bushing: All Technical Service Bulletins Interior - Squawk From Front Suspension Or Engine Area File In Section: 3 - Steering/Suspension Bulletin No.: 73-33-01A Date: December, 1997 Subject: Squawk Noise Coming from Front Suspension or Engine Compartment Area (Install Ultra High Molecular Tape) Models: 1993-98 Buick Skylark 1993-94 Chevrolet Cavalier 1993-96 Chevrolet Beretta, Corsica 1993-98 Oldsmobile Achieva 1993-94 Pontiac Sunbird 1993-98 Pontiac Grand Am This bulletin is being revised to add the 1998 model for the N-Car and eliminate VIN Breakpoints. Please discard Corporate Bulletin Number 73-33-01 (Section 3 - Steering/Suspension). Condition Some owners may comment on a "squawk" noise coming from the front suspension or engine compartment area. This noise may be more noticeable over small bumps, entering parking lots, and including any irregular road surfaces. This condition may also be more noticeable in cold weather conditions. Cause The squawk noise may be caused by the rubber stabilizer bushing material bleeding through the Teflon/Polyester sock (on later models) and coming into contact with the stabilizer shaft. On earlier models, the squawk may be caused from friction when the stabilizer bushing is grabbing and releasing the stabilizer shaft. Correction If the above conditions exist, perform the following repair: 1. Remove front stabilizer bushing clamps and bushings. Refer to Section 3C of the Service Manual. 2. Inspect stabilizer bushings for visible wear, replace if necessary. 3. Use crocus cloth (or equivalent) to sand the stabilizer shaft where the stabilizer bushings contact the stabilizer shaft. Sand all rough corrosion thoroughly. Do not remove paint if it is intact. 4. Install UHM (Ultra High Molecular) tape (provided in kit, P/N 22602686) into stabilizer bushing; adhesive side of tape should be installed onto the bushing. Install UHM tape to the opening of the bushing (the slit) as well as the circumference (this will secure the tape in place). Kit provides enough tape for two bushings (one vehicle). 5. Reassemble. Parts Information P/N Description 22602686 Service Kit (Consists of Tape and Instruction Sheet) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Stabilizer Shaft <--> [Stabilizer Bar, Sway Control] > Stabilizer Bushing > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Stabilizer Bushing: > 73-33-01A > Dec > 97 > Interior - Squawk From Front Suspension Or Engine Area > Page 5765 Stabilizer Bushings Only Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time E2180 Use published labor operation time Add 0.9 hr Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Suspension Spring ( Coil / Leaf ) > Component Information > Service and Repair Suspension Spring ( Coil / Leaf ): Service and Repair Fig. 2 Rear Suspension Exploded View Fig. 3 Coil Spring Installation Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Suspension Spring ( Coil / Leaf ) > Component Information > Service and Repair > Page 5769 1. Raise and support rear of vehicle. Support rear axle using a suitable jack. 2. Remove wheel and tire assemblies. 3. Remove brake line bracket attaching bolts from frame, Fig. 2, and allow brake lines to hang freely. 4. Remove shock absorber to lower mounting bracket bolts, then disconnect shock absorbers from axle assembly. Do not suspend rear axle by brake hoses since damage to hoses may result. 5. Carefully lower rear axle assembly and remove springs and insulators. 6. Reverse procedure to install. Position ends of upper coil in seat of body and within limits shown in Fig. 3. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Suspension Strut / Shock Absorber > Component Information > Technical Service Bulletins > Suspension - Shock Absorber/Strut Leakage Information Suspension Strut / Shock Absorber: Technical Service Bulletins Suspension - Shock Absorber/Strut Leakage Information INFORMATION Bulletin No.: 05-03-08-002C Date: October 16, 2009 Subject: Information on Replacement of Shock Absorbers and Struts Due to Fluid Leaks Models: 2010 and Prior GM Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add the 2010 model year and Inspection Procedures. Please discard Corporate Bulletin Number 05-03-08-002B (Section 03 - Suspension). This bulletin is intended to help identify the severity of shock absorber and strut fluid seepage. Improper diagnosis may lead to components being replaced that are within the manufacturer's specification. Shock absorbers and strut assemblies are fluid-filled components and will normally exhibit some seepage. Seepage is defined as oil film or dust accumulation on the exterior of the shock housing. Shock absorbers and struts are not to be replaced under warranty for seepage. Use the following information to determine if the condition is normal acceptable seepage or a defective component. Important Electronically controlled shock absorbers (MR) may have a tendency to attract dust to this oil film. Often this film and dust can be wiped off and will not return until similar mileage is accumulated again. Inspection Procedure Note The shock absorber or strut assembly DOES NOT have to be removed from the vehicle to perform the following inspection procedure. Use the following descriptions and graphics to determine the serviceability of the component. Shock Absorbers Do Not Replace shock absorbers displaying condition 1 or 2 levels of seepage. 1. Oil or fluid residue only on the bottom or top of the shock absorber and not originating from the shaft seal (the upper part of the lower shock tube). 2. Light film/residue on approximately 1/3 (a) or less of the lower shock tube (A) and originating from the shaft seal. Replace shock absorbers displaying conditions 3 and 4 levels of leaks. 3. Oil drip or trail down the lower shock tube and originating from the shaft seal. 4. An extreme wet film of oil covering more than 1/3 (b) of the lower shock tube and originating from the shaft seal. Coil-over Shock Absorber Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Suspension Strut / Shock Absorber > Component Information > Technical Service Bulletins > Suspension - Shock Absorber/Strut Leakage Information > Page 5774 Do Not Replace coil-over shock absorbers displaying condition 1 or 2 levels of seepage. 1. Oil or fluid residue only on the bottom of the lower shock absorber tube or the coil-over shock absorber components and not originating from the shaft seal (located at the top of the coil-over shock tube). 2. Light film/residue on the shock absorber tube, but not on the spring seat and originating from the shaft seal. Replace coil-over shock absorbers displaying conditions 3 and 4 levels of leaks. 3. Oil drip or trail down the lower shock tube and originating from the shaft seal. 4. An extreme, wet film of oil covering the shock absorber tube and pooling in the spring seat and originating from the shaft seal. Struts Do Not Replace Struts displaying condition 1 or 2 levels of seepage. 1. Oil or fluid residue only on the bottom of the strut tube or on other strut components and not originating from the shaft seal. 2. Light film/residue on the strut tube, but not on the spring seat and originating from the shaft seal. Replace Struts displaying conditions 3 and 4 levels of leaks. 3. Oil drip or trail down the strut tube and originating from the shaft seal (located at the top of the strut tube). 4. Extreme wet film of oil covering the strut tube and pooling in the spring seat and originating from the shaft seal. Correction Use the information published in SI for diagnosis and repair. Use the applicable published labor operation. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Suspension Strut / Shock Absorber > Component Information > Technical Service Bulletins > Suspension - Shock Absorber/Strut Leakage Information > Page 5775 Suspension Strut / Shock Absorber: Technical Service Bulletins Suspension - Shock Absorber/Strut Replacement Guidlines File In Section: Warranty Administration Bulletin No.: 72-05-12 Date: January, 1998 WARRANTY ADMINISTRATION Subject: Replacement of Shock Absorbers and Struts Labor Operations E3800, E3801, E3807, E5800, E5801, E5807, E3850, E3851, E3857, E5750, E5751, and E5757 Models: All Past, Present, and Future Passenger Cars & Trucks The purpose of this bulletin is to provide retail and wholesale service personnel with enhanced service policies for the above listed subject labor operations. Service Management should make certain that all dealership personnel responsible for replacement of suspension components are familiar with GM Service Manual procedures. Effective with repair orders dated on or after January 15, 1998 the following must also be followed: - Shock absorber/strut assemblies are fluid filled components and will normally exhibit seepage. Seepage is defined as oil film or dust accumulation on the exterior of the shock housing. Shock absorber/strut assemblies are not to be replaced under warranty or seepage. - Defective shock absorber/strut assemblies will have a visible oil path or drip coming from the component. A visible oil path or drip coming from the shock absorber/strut assembly should be replaced as a defective component. - Only defective shock absorber/strut assemblies should be replaced. DO NOT replace pairs unless both are defective, unless otherwise instructed in the Service Manual and/or Service Bulletin. - Service Management approval is required on the repair order for replacement of struts or shocks in pairs. This approval includes noting the reason for replacement. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Suspension Strut / Shock Absorber > Component Information > Service and Repair > Shock Absorber Replace Suspension Strut / Shock Absorber: Service and Repair Shock Absorber Replace Fig. 2 Rear Suspension Exploded View 1. Open deck lid, then remove trim cover and shock absorber upper retaining nut. 2. Raise rear of vehicle and support rear axle using a suitable jack. 3. Remove shock absorber lower attaching bolt, then disconnect shock absorber from mounting bracket, Fig. 2. Remove shock absorber from vehicle. 4. Reverse procedure to install. Torque attaching bolt to specification. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Suspension Strut / Shock Absorber > Component Information > Service and Repair > Shock Absorber Replace > Page 5778 Suspension Strut / Shock Absorber: Service and Repair Front Suspension Removal/Installation Fig. 7 Installing Strut Assembly 1. Raise hood and remove strut protective cap and three strut to body attaching nuts. 2. Raise and support vehicle, support suspension using suitable jack stands. 3. Remove wheel and tire assembly, then install modified inner drive joint boot protector tool No. J-34754, or equivalent. 4. Using tool J-24319, or equivalent, disconnect tie rod from strut assembly. 5. Remove strut to steering knuckle attaching bolts, Fig. 7, then remove strut from vehicle. 6. Reverse procedure to install. Disassembly/Assembly Disassembly 1. Position strut compressor J-34013 in holding fixture J-3289-20. 2. Position strut in strut compressor, then compress strut approximately 1/2 of its height. Use care not to bottom spring or damper rod. 3. Remove nut from strut dampener shaft, then position guide rod J-34013-27 on dampener shaft. Use guide rod J-34013-27 to position dampener shaft down through bearing cap while compressing coil spring. 4. Remove components from coil strut unit. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Suspension Strut / Shock Absorber > Component Information > Service and Repair > Shock Absorber Replace > Page 5779 Fig. 8 Assembling Strut Unit Assembly 1. Position bearing cap on strut compressor. 2. Position strut to strut compressor and install compressor bottom locking pin. 3. Extend dampener shaft and install clamp J-34013-20 to hold shaft in position, Fig. 8. 4. Position spring over dampener, then position strut to strut compressor upper locking pin hole and install pin. 5. Install upper insulator, shield, bumper and upper spring seat. The flat on the upper spring seat should face in the same direction as the centerline of the strut assembly spindle, Fig. 8. 6. Install guide rod J-34013-27 onto dampener shaft, the compress strut unit until dampener shaft threads are visible. Remove guide rod and install retaining nut. 7. While holding dampener shaft in position with a suitable wrench, torque retaining nut to specification. After tightening nut, remove clamp from dampener shaft clamp J-34013-20. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Wheel Bearing > Component Information > Specifications Wheel Bearing: Specifications Front Suspension Hub and Bearing Assembly to Steering Knuckle Bolts ........................................................................................................................ 95 Nm (70 ft. lbs.) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Wheel Bearing > Component Information > Service and Repair > Front Wheel Bearing Removal and Installation Wheel Bearing: Service and Repair Front Wheel Bearing Removal and Installation FRONT WHEEL BEARINGS AND/OR HUB Fig. 2 Modified Outer Seal Protector Fig. 3 Removing And Installing Shaft Nut REMOVAL 1. Raise and support vehicle. 2. Remove tire and wheel assembly, then install modified outer seal protector No. J 34754 or equivalent, Fig. 2. 3. Insert a drift punch through the rotor, Fig. 3 , then remove axle shaft nut and washer. 4. Remove ball joint, then using tool No. J-28733-A, or equivalent, disengage axle from hub and bearing assembly. 5. On all models, move axle shaft inward, then remove caliper attaching bolts and support caliper. 6. Remove brake rotor, then hub and bearing assembly attaching bolts. 7. Remove hub and bearing assembly. INSTALLATION 1. Install hub and bearing assembly, tighten attaching bolts to specification. 2. Install hub and bearing seal, then the brake rotor. 3. Install caliper, tighten attaching bolts to specification. 4. Move axle shaft outward, then insert drift punch through rotor, Fig. 3. 5. Install washer and new shaft nut, tighten shaft nut to specification. 6. Install ball joint, then remove drift punch and seal protector. 7. Install tire and wheel assembly, then lower vehicle. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Wheel Bearing > Component Information > Service and Repair > Front Wheel Bearing Removal and Installation > Page 5785 Wheel Bearing: Service and Repair Rear REAR HUB AND/OR BEARINGS 1. Raise and support vehicle, then remove wheel and tire assembly and brake drum. CAUTION: Do not hammer brake drum since damage to bearing may result. 2. Remove four hub/bearing assembly to rear axle attaching bolts, then the hub/bearing assembly from axle. NOTE: The upper rear hub attaching bolt may not clear brake shoe when removing hub and bearing assembly. Partially remove hub and bearing assembly prior to removing this bolt. 3. Reverse procedure to install. Torque hub attaching bolts to specification. CAUTION: Use care not to drop hub/bearing assembly since damage to bearing may result. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Suspension > Wheel Hub > Axle Nut > Component Information > Specifications Axle Nut: Specifications Component .......................................................................................................................................... ....................................................... Torque/Ft. Lbs. Axle Nut ............................................................................................................................................... ............................................................................ 184 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Tires > Component Information > Technical Service Bulletins > Wheels/Tires - Use of Nitrogen Gas in Tires Tires: Technical Service Bulletins Wheels/Tires - Use of Nitrogen Gas in Tires INFORMATION Bulletin No.: 05-03-10-020C Date: April 27, 2010 Subject: Use of Nitrogen Gas in Tires Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 05-03-10-020B (Section 03 - Suspension). GM's Position on the Use of Nitrogen Gas in Tires General Motors does not oppose the use of purified nitrogen as an inflation gas for tires. We expect the theoretical benefits to be reduced in practical use due to the lack of an existing infrastructure to continuously facilitate inflating tires with nearly pure nitrogen. Even occasional inflation with compressed atmospheric air will negate many of the theoretical benefits. Given those theoretical benefits, practical limitations, and the robust design of GM original equipment TPC tires, the realized benefits to our customer of inflating their tires with purified nitrogen are expected to be minimal. The Promise of Nitrogen: Under Controlled Conditions Recently, nitrogen gas (for use in inflating tires) has become available to the general consumer through some retailers. The use of nitrogen gas to inflate tires is a technology used in automobile racing. The following benefits under controlled conditions are attributed to nitrogen gas and its unique properties: - A reduction in the expected loss of Tire Pressure over time. - A reduction in the variance of Tire Pressures with temperature changes due to reduction of water vapor concentration. - A reduction of long term rubber degradation due to a decrease in oxygen concentrations. Important These are obtainable performance improvements when relatively pure nitrogen gas is used to inflate tires under controlled conditions. The Promise of Nitrogen: Real World Use Nitrogen inflation can provide some benefit by reducing gas migration (pressure loss) at the molecular level through the tire structure. NHTSA (National Highway Traffic Safety Administration) has stated that the inflation pressure loss of tires can be up to 5% a month. Nitrogen molecules are larger than oxygen molecules and, therefore, are less prone to "seeping" through the tire casing. The actual obtainable benefits of nitrogen vary, based on the physical construction and the materials used in the manufacturing of the tire being inflated. Another potential benefit of nitrogen is the reduced oxidation of tire components. Research has demonstrated that oxygen consumed in the oxidation process of the tire primarily comes from the inflation media. Therefore, it is reasonable to assume that oxidation of tire components can be reduced if the tire is inflated with pure nitrogen. However, only very small amounts of oxygen are required to begin the normal oxidation process. Even slight contamination of the tire inflation gas with compressed atmospheric air during normal inflation pressure maintenance, may negate the benefits of using nitrogen. GM Tire Quality, Technology and Focus of Importance Since 1972, General Motors has designed tires under the TPC (Tire Performance Criteria) specification system, which includes specific requirements that ensure robust tire performance under normal usage. General Motors works with tire suppliers to design and manufacture original equipment tires for GM vehicles. The GM TPC addresses required performance with respect to both inflation pressure retention, and endurance properties for original equipment tires. The inflation pressure retention requirements address availability of oxygen and oxidation concerns, while endurance requirements ensure the mechanical structure of the tire has sufficient strength. This combination has provided our customers with tires that maintain their structural integrity throughout their useful treadlife under normal operating conditions. Regardless of the inflation media for tires (atmospheric air or nitrogen), inflation pressure maintenance of tires is critical for overall tire, and ultimately, vehicle performance. Maintaining the correct inflation pressure allows the tire to perform as intended by the vehicle manufacturer in many areas, including comfort, fuel economy, stopping distance, cornering, traction, treadwear, and noise. Since the load carrying capability of a tire is related to inflation pressure, proper inflation pressure maintenance is necessary for the tire to support the load imposed by the vehicle without excessive structural Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Tires > Component Information > Technical Service Bulletins > Wheels/Tires - Use of Nitrogen Gas in Tires > Page 5795 degradation. Important Regardless of the inflation media for tires (atmospheric air or nitrogen), inflation pressure maintenance of tires is critical for overall tire, and ultimately, vehicle performance. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Tires > Component Information > Technical Service Bulletins > Wheels/Tires - Use of Nitrogen Gas in Tires > Page 5796 Tires: Technical Service Bulletins Tires/Wheels - Tire Puncture Repair Procedures INFORMATION Bulletin No.: 04-03-10-001F Date: April 27, 2010 Subject: Tire Puncture Repair Procedures For All Cars and Light Duty Trucks Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 04-03-10-001E (Section 03 - Suspension). This bulletin covers puncture repair procedures for passenger car and light duty truck radial tires in the tread area only. The tire manufacturer must be contacted for its individual repair policy and whether or not the speed rating is retained after repair. Caution - Tire changing can be dangerous and should be done by trained professionals using proper tools and procedures. Always read and understand any manufacturer's warnings contained in their customers literature or molded into the tire sidewall. - Serious eye and ear injury may result from not wearing adequate eye and ear protection while repairing tires. - NEVER inflate beyond 275 kPa (40 pounds) pressure to seat beads. Some run flat tires, such as the Goodyear Extended Mobility Tire (EMT) used on the Corvette, may require more than 275 kPa (40 psi) to seat the bead. In such a case, a tire safety cage must be used. Consult the tire manufacturer for its individual repair policy. - NEVER stand, lean or reach over the assembly during inflation. Repairable area on a radial tire. Important - NEVER repair tires worn to the tread indicators 1.59 mm (2/32") remaining depth). - NEVER repair tires with a tread puncture larger than 6.35 mm (1/4"). - NEVER substitute an inner tube for a permissible or non-permissible repair. - NEVER perform an outside-in tire repair (plug only, on the wheel). - Every tire must be removed from the wheel for proper inspection and repair. - Regardless of the type of repair used, the repair must seal the inner liner and fill the injury. - Consult with repair material supplier/manufacturer for repair unit application procedures and repair tools/repair material recommendations. Three basic steps for tire puncture repair: 1. Remove the tire from the wheel for inspection and repair. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Tires > Component Information > Technical Service Bulletins > Wheels/Tires - Use of Nitrogen Gas in Tires > Page 5797 2. Fill the injury (puncture) to keep moisture out. 3. Seal the inner liner with a repair unit to prevent air loss. External Inspection 1. Prior to demounting, inspect the tire surface, the valve and the wheel for the source of the leak by using a water and soap solution. Mark the injured area and totally deflate the tire by removing the valve core. 2. Demount the tire from the wheel and place the tire on a well-lighted spreader. Internal Inspection 1. Spread the beads and mark the puncture with a tire crayon. 2. Inspect the inner tire for any signs of internal damage. 3. Remove the puncturing object, noting the direction of the penetration. 4. Probe the injury with a blunt awl in order to determine the extent and direction of the injury. 5. Remove any loose foreign material from the injury. 6. Punctures exceeding 6.35 mm (1/4") should not be repaired. Cleaning 1. Clean the area around the puncture thoroughly with a proper liner cleaner, clean cloth and a scraper. This step serves to remove dirt and mold lubricants to insure proper adhesion and non-contamination of the buffing tool. 2. Refer to information on the product or manufacturer's Material Safety Data Sheet and follow guidelines for handling and disposal. Clean the Injury Channel Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Tires > Component Information > Technical Service Bulletins > Wheels/Tires - Use of Nitrogen Gas in Tires > Page 5798 1. Use a proper hand reamer, carbide cutter or drill bit to ream the puncture channel from the inside of the tire in order to clean the injury. 2. Remove steel wires protruding above the liner surface to prevent damage to the repair unit. 3. Consult your repair material supplier for recommended reaming tool(s). Fill the Injury 1. It is necessary to fill the injury channel to provide back up for the repair unit and to prevent moisture from entering the tire fabric and steel wires. 2. (For combination repair/plug units skip this step.) Cement the injured channel and fill the injury from the inside of the tire with the repair plug per repair material manufacturer's recommendations. Without stretching the plug, cut the plug off just above the inside tire surface. 3. Consult your repair material supplier for proper repair material selection. Repair Unit Selection Important Do not install the repair unit in this step. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Tires > Component Information > Technical Service Bulletins > Wheels/Tires - Use of Nitrogen Gas in Tires > Page 5799 1. Center the repair unit over the injury as a reference and outline an area larger than the unit so that buffing will not remove the crayon marks. 2. Remove the repair unit. 3. DO NOT overlap previous or multiple repair units. 4. Consult your repair material supplier for proper repair unit selection. Buffing 1. To prevent contamination and preserve the outline, buff within the marked area thoroughly and evenly with a low speed buffing tool using a fine wire brush or gritted rasp. 2. Buff to a smooth velvet surface (RMA #1 or #2 buffed texture). 3. Use caution not to gouge the inner liner or expose casing fabric. 4. Remove any buffing dust with a vacuum cleaner. 5. Consult your repair material supplier for a proper buffing tool. Cementing Apply chemical cement according to the repair material manufacturer's procedures. Repair Unit Application Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Tires > Component Information > Technical Service Bulletins > Wheels/Tires - Use of Nitrogen Gas in Tires > Page 5800 1. The tire must be in the relaxed position when the repair unit is installed (Do not spread the beads excessively). Two-Piece Plug and Repair Units 1. If applicable, install the repair unit so that the alignment is correct. 2. Center the repair unit over the injury and stitch down thoroughly with the stitching tool, working from the center out. 3. Being careful not to stretch the plug material, cut the plug flush with the outer tread. Combination Repair/Plug Units 1. Pull the plug through the injury until the repair just reaches the liner. Stitch down thoroughly. 2. Follow the repair material manufacturer's recommendations for further installation instructions. 2. Consult your repair material supplier for the proper stitching tool. Safety Cage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Tires > Component Information > Technical Service Bulletins > Wheels/Tires - Use of Nitrogen Gas in Tires > Page 5801 Some run flat tires, such as the Goodyear Extended Mobility Tire (EMT) used on the Corvette, may require more than 275 kPa (40 psi) to seat the bead. In such a case, a tire safety cage must be used. Consult the tire manufacturer for its individual repair policy. Final Inspection 1. After remounting and inflating the tire, check both beads, the repair and the valve with a water and soap solution in order to detect leaks. 2. If the tire continues to lose air, the tire must be demounted and reinspected. 3. Balance the tire and wheel assembly. Refer to Tire and Wheel Assembly Balancing - OFF Vehicle. For additional tire puncture repair information, contact: Rubber Manufacturers Association (RMA) Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Tires > Component Information > Technical Service Bulletins > Wheels/Tires - Use of Nitrogen Gas in Tires > Page 5802 Tires: Technical Service Bulletins Tires - Correct Inflation Pressure Information INFORMATION Bulletin No.: 00-00-90-002J Date: January 28, 2009 Subject: Information on Proper Tire Pressure Models: 2010 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2009 and Prior HUMMER H2, H3, H3T 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to add model years and clarify additional information. Please discard Corporate Bulletin Number 00-00-90-002I (Section 00 - General Information). Important: ^ Adjustment of tire pressure for a customer with a Low Tire Pressure Monitor (TPM) light on and no codes in the TPM system is NOT a warrantable repair. Claims to simply adjust the tire pressure will be rejected. ^ ALL tires (including the spare tire) MUST be set to the recommended inflation pressure stated on the vehicle's tire placard (on driver's door) during the PRE-DELIVERY INSPECTION (PDI). Recommended inflation pressure is not the pressure printed on tire sidewall. ^ Tires may be over-inflated from the assembly plant due to the mounting process. ^ Generally a 5.6°C (10°F) temperature change will result in (is equivalent to) a 6.9 kPa (1 psi) tire pressure change. ^ 2008-2009 HUMMER H2 Only - The H2 comes standard with Light Truck "D" Load Range tires with a recommended cold inflation pressure of 289 kPa (42 psi). These tires will alert the driver to a low pressure situation at roughly 262 kPa (38 psi) due to a requirement in FMVSS 138 which specifies a Minimum Activation Pressure for each tire type. This creates a relatively narrow window of "usable" pressure values and the warning will be more sensitive to outside temperature changes during the colder months. As with other cold temperature/tire pressure issues, there is nothing wrong with the system itself. If a vehicle is brought in with this concern, check for tire damage and set all tires to the Recommended Cold Inflation Pressure shown on the vehicle placard. Accurate tire pressures ensure the safe handling and appropriate ride characteristics of GM cars and trucks. It is critical that the tire pressure be adjusted to the specifications on the vehicle¡C■s tire placard during PDI. Ride, handling and road noise concerns may be caused by improperly adjusted tire pressure. The first step in the diagnosis of these concerns is to verify that the tires are inflated to the correct pressures. The recommended tire inflation pressure is listed on the vehicle¡C■s tire placard. The tire placard is located on the driver¡C■s side front or rear door edge, center pillar, or the rear compartment lid. Tip ^ Generally a 5.6°C (10°F) temperature increase will result in (is equivalent to) a 6.9 kPa (1 psi) tire pressure increase. ^ The definition of a "cold" tire is one that has been sitting for at least 3 hours, or driven no more than 1.6 km (1 mi). ^ On extremely cold days, if the vehicle has been indoors, it may be necessary to compensate for the low external temperature by adding additional air to the tire during PDI. ^ During cold weather, the Tire Pressure Monitor (TPM) indicator light (a yellow horseshoe with an exclamation point) may illuminate. If this indicator turns off after the tires warm up (reach operating temperature), the tire pressure should be reset to placard pressure at the cold temperature. ^ The TPM system will work correctly with nitrogen in tires. ^ The TPM system is compatible with the GM Vehicle Care Tire Sealant but may not be with other commercially available sealants. Important: ^ Do not use the tire pressure indicated on the tire itself as a guide. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Tires > Component Information > Technical Service Bulletins > Wheels/Tires - Use of Nitrogen Gas in Tires > Page 5803 ^ Always inspect and adjust the pressure when the tires are cold. ^ Vehicles that have different pressures for the front and the rear need to be adjusted after tire rotation. Improper tire inflation may result in any or all of the following conditions: ^ Premature tire wear ^ Harsh ride ^ Excessive road noise ^ Poor handling ^ Reduced fuel economy ^ Low Tire Pressure Monitor (TPM) Light ON ^ Low Tire Pressure Message on the Drivers Information Center (DIC) Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Tires > Component Information > Technical Service Bulletins > Wheels/Tires - Use of Nitrogen Gas in Tires > Page 5804 Tires: Technical Service Bulletins Tires - Speed Rated Information Group Ref.: 3 - Steering/Suspension Bulletin No.: 433502 Date: July, 1994 INFORMATION SUBJECT: SPEED RATED TIRES MODELS: 1995 AND PRIOR YEAR PASSENGER CARS AND LIGHT DUTY TRUCKS All original equipment passenger car and light duty truck tires used by General Motors have a speed rating symbol molded on their sidewall. This speed symbol, along with the tire's load index, make up the service description that follows the tire's size. The original equipment tire size, speed rating, and recommended inflation pressure are listed on the tire placard usually located on the driver's door edge. WHEN REPLACING TIRES, NEVER INSTALL A TIRE THAT IS A SMALLER SIZE OR LESSER SPEED RATING THAN THAT USED AS ORIGINAL EQUIPMENT. As in the past, it is recommended that replacement tires have a TPC (Tire Performance Criteria) number on the sidewall that is identical to that on the original tires. Common speed rating on tires used by General Motors are as follows: (see illustration) IMPORTANT: Most base all season tires and touring tires used by GM are S rated. Performance tires will usually have a higher speed rating. High performance tires are usually Z rated. Z rated tires carry the Z symbol within the tire size, rather than after the size in the service description. These speeds apply only at the tire's full pressure. An underinflated tire will not meet its speed rating capability. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Tires > Component Information > Technical Service Bulletins > Wheels/Tires - Use of Nitrogen Gas in Tires > Page 5805 Tires: Technical Service Bulletins Tires - Manufacturers' Assistance Group Ref.: Steering/ Suspension Bulletin No.: 323501 Date: December, 1993 INFORMATION SUBJECT: TIRE MANUFACTURERS' CONTACTS FOR ASSISTANCE MODELS: 1991-94 PASSENGER CARS AND TRUCKS General Tire has established a "Tire Fix" Department to assist you with anything from a tire adjustment to the location of the nearest General Tire dealer. "Tire Fix" representatives are available Monday through Friday from 8:00 A.M. to 6:00 P.M. Eastern Time at 1-800-847-3349. A General Tire Brochure is provided for review with all appropriate dealer personnel. A single contact point at General Tire can assist you with most aspects of their product to satisfy your customers' needs. Other tire manufacturers can be contacted for assistance at the Toll Free Numbers listed in illustration: Please retain this information for future reference. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > Customer Interest: > 00-03-10-006F > May > 10 > Wheels/Tires - Tire Radial Force Variation (RFV) Wheels: Customer Interest Wheels/Tires - Tire Radial Force Variation (RFV) INFORMATION Bulletin No.: 00-03-10-006F Date: May 04, 2010 Subject: Information on Tire Radial Force Variation (RFV) Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X 2000-2005 Saturn L Series 2003-2007 Saturn ION Supercede: This bulletin is being revised to considerably expand the available information on Radial Force Variation (RFV) and should be reviewed in whole. Please discard Corporate Bulletin Number 00-03-10-006E (Section 03 - Suspension). Important - Before measuring tires on equipment such as the Hunter GSP9700, the vehicle MUST be driven a minimum of 16 km (10 mi) to ensure removal of any flat-spotting. Refer to Corporate Bulletin Number 03-03-10-007E - Tire/Wheel Characteristics of GM Original Equipment Tires. - Equipment such as the Hunter GSP9700 MUST be calibrated prior to measuring tire/wheel assemblies for each vehicle. The purpose of this bulletin is to provide guidance to GM dealers when using tire force variation measurement equipment, such as the Hunter GSP9700. This type of equipment can be a valuable tool in diagnosing vehicle ride concerns. The most common ride concern involving tire radial force variation is highway speed shake on smooth roads. Tire related smooth road highway speed shake can be caused by three conditions: imbalance, out of round and tire force variation. These three conditions are not necessarily related. All three conditions must be addressed. Imbalance is normally addressed first, because it is the simpler of the three to correct. Off-vehicle, two plane dynamic wheel balancers are readily available and can accurately correct any imbalance. Balancer calibration and maintenance, proper attachment of the wheel to the balancer, and proper balance weights, are all factors required for a quality balance. However, a perfectly balanced tire/wheel assembly can still be "oval shaped" and cause a vibration. Before balancing, perform the following procedures. Tire and Wheel Diagnosis 1. Set the tire pressure to the placard values. 2. With the vehicle raised, ensure the wheels are centered on the hub by loosening all wheel nuts and hand-tightening all nuts first by hand while shaking the wheel, then torque to specifications using a torque wrench, NOT a torque stick. 3. Visually inspect the tires and the wheels. Inspect for evidence of the following conditions and correct as necessary: - Missing balance weights - Bent rim flange - Irregular tire wear - Incomplete bead seating - Tire irregularities (including pressure settings) - Mud/ice build-up in wheel - Stones in the tire tread - Remove any aftermarket wheels and/or tires and restore vehicle to original condition prior to diagnosing a smooth road shake condition. 4. Road test the vehicle using the Electronic Vibration Analyzer (EVA) essential tool. Drive for a sufficient distance on a known, smooth road surface to duplicate the condition. Determine if the vehicle is sensitive to brake apply. If the brakes are applied lightly and the pulsation felt in the steering wheel increases, refer to the Brakes section of the service manual that deals with brake-induced pulsation. If you can start to hear the vibration as a low boom noise (in addition to feeling it), but cannot see it, the vehicle likely has a first order (one pulse per propshaft revolution) driveline vibration. Driveline first order vibrations are high enough in frequency that most humans can start to hear them at highway speeds, but are too high to be able to be easily seen. These issues can be caused by driveline imbalance or misalignment. If the vehicle exhibits this low boom and the booming pulses in-and-out on a regular basis (like a throbbing), chances are good that the vehicle could have driveline vibration. This type Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > Customer Interest: > 00-03-10-006F > May > 10 > Wheels/Tires - Tire Radial Force Variation (RFV) > Page 5814 of vibration is normally felt more in the "seat of the pants" than the steering wheel. 5. Next, record the Hertz (Hz) reading as displayed by the EVA onto the tire data worksheet found at the end of this bulletin. This should be done after a tire break-in period of at least 16 km (10 mi) at 72 km/h (45 mph) or greater, in order to eliminate any possible tire flat-spotting. This reading confirms what the vehicle vibration frequency is prior to vehicle service and documents the amount of improvement occurring as the result of the various steps taken to repair. Completing the Steering Wheel Shake Worksheet below is required. A copy of the completed worksheet must be saved with the R.O. and a copy included with any parts returned to the Warranty Parts Center for analysis. A reading of 35 to 50 Hz typically indicates a first order propshaft vibration. If this is the situation, refer to Corporate Bulletin Number 08-07-30-044D. Generally, a reading between 10 and 20 Hz indicates a tire/wheel vibration and if this is the reading obtained, continue using this bulletin. If the tire 1st order vibration goes away and stays away during this evaluation, the cause is likely tire flat-spotting. Tire flat-spotting vibration may come and go at any speed over 72 km/h (45 mph) during the first 10 minutes of operation, if vibration continues after 10 minutes of driving at speeds greater than 72 km/h (45 mph), tire flat-spotting can be ruled out as the cause for vibration. 6. If flat-spotting is the cause, provide the explanation that this has occurred due to the vehicle being parked for long periods of time and that the nature of the tire is to take a set. Refer to Corporate Bulletin Number 03-03-10-007E: Information on Tire/Wheel Characteristics (Vibration, Balance, Shake, Flat Spotting) of GM Original Equipment Tires. 7. If the road test indicates a shake/vibration exists, check the imbalance of each tire/wheel assembly on a known, calibrated, off-car dynamic balancer.Make sure the mounting surface of the wheel and the surface of the balancer are absolutely clean and free of debris. Be sure to chose the proper cone/collet for the wheel, and always use the pilot bore for centering. Never center the wheel using the hub-cap bore since it is not a precision machined surface. If any assembly calls for more than 1/4 ounce on either rim flange, remove all balance weights and rebalance to as close to zero as possible. If you can see the vibration (along with feeling it) in the steering wheel (driving straight without your hands on the wheel), it is very likely to be a tire/wheel first order (one pulse per revolution) disturbance. First order disturbances can be caused by imbalance as well as non-uniformities in tires, wheels or hubs. This first order frequency is too low for a human to hear, but if the amplitude is high enough, it can be seen. If a vibration or shake still exists after balancing, any out of round conditions, of the wheel, and force variation conditions of the tire, must be addressed. Equipment such as the Hunter GSP9700 can address both (it is also a wheel balancer). Tire radial force vibration (RFV) can be defined as the amount of stiffness variation the tire will produce in one revolution under a constant load. Radial force variation is what the vehicle feels because the load (weight) of the vehicle is always on the tires. Although free runout of tires (not under load) is not always a good indicator of a smooth ride, it is critical that total tire/wheel assembly runout be within specification. Equipment such as the Hunter GSP9700 loads the tire, similar to on the vehicle, and measures radial force variation of the tire/wheel assembly. Note that the wheel is affecting the tire's RFV measurement at this point. To isolate the wheel, its runout must be measured. This can be easily done on the Hunter, without the need to set up dial indicators. If the wheel meets the runout specification, the tire's RFV can then be addressed. After measuring the tire/wheel assembly under load, and the wheel alone, the machine then calculates (predicts) the radial force variation of the tire. However, because this is a prediction that can include mounting inaccuracies, and the load wheel is much smaller in diameter than used in tire production, this type of service equipment should NOT be used to audit new tires. Rather, it should be used as a service diagnostic tool to minimize radial force variation of the tire/wheel assembly. Equipment such as the Hunter GSP9700 does an excellent job of measuring wheel runout, and of finding the low point of the wheel (for runout) and the high point of the tire (for radial force variation). This allows the tire to be matched mounted to the wheel for lowest tire/wheel assembly force variation. The machine will simplify this process into easy steps. The following assembly radial force variation numbers should be used as a guide: When measuring RFV and match mounting tires perform the following steps. Measuring Wheel Runout and Assembly Radial Force Variation Important The completed worksheet at the end of this bulletin must be attached to the hard copy of the repair order. - Measure radial force variation and radial runout. - If a road force/balancing machine is used, record the radial force variation (RFV) on the worksheet at the end of this bulletin. It may be of benefit to have the lowest RFV assembly to the front left corner. If the machine is not available and the EVA data suggests there is an issue, swap the tire and wheel assemblies from the front to the back. Re-check on the EVA and if the problem still exists, test another vehicle to find tires that do not exhibit the same frequency and swap those tires onto the subject vehicle. - If a runout/balancing machine is used, record the radial runout of the tire/wheel assemblies on the worksheet at the end of this bulletin. If one or more of the tire/wheel assemblies are more than.040 in (1.02 mm), match mount the tire to the wheel to get below.040 in (1.02 mm). For sensitive customers, readings of 0.030 inch (0.76 mm) or less are preferable, it may also be of benefit to have the lowest runout assembly to the front left corner. If the machine is not available and the EVA data suggests there is an issue, swap the tire and wheel assemblies from the front to the back. Re-check on the EVA and if the problem still exists, test another vehicle to find tires that do not exhibit the same frequency and swap those tires Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > Customer Interest: > 00-03-10-006F > May > 10 > Wheels/Tires - Tire Radial Force Variation (RFV) > Page 5815 onto the subject vehicle. - After match mounting, the tire/wheel assembly must be rebalanced. If match mounting tires to in-spec wheels produces assembly values higher than these, tire replacement may be necessary. Replacing tires at lower values will probably mean good tires are being condemned. Because tires can sometimes become temporarily flat-spotted, which will affect force variation, it is important that the vehicle be driven at least 16 km (10 mi) prior to measuring. Tire pressure must also be adjusted to the usage pressure on the vehicle's tire placard prior to measuring. Most GM vehicles will tolerate radial force variation up to these levels. However, some vehicles are more sensitive, and may require lower levels. Also, there are other tire parameters that equipment such as the Hunter GSP9700 cannot measure that may be a factor. In such cases, TAC should be contacted for further instructions. Important - When mounting a GM wheel to a wheel balancer/force variation machine, always use the wheel's center pilot hole. This is the primary centering mechanism on all GM wheels; the bolt holes are secondary. Usually a back cone method to the machine should be used. For added accuracy and repeatability, a flange plate should be used to clamp the wheel onto the cone and machine. This system is offered by all balancer manufacturers in GM's dealer program. - Any type of service equipment that removes tread rubber by grinding, buffing or truing is NOT recommended, and may void the tire warranty. However, tires may have been ground by the tire company as part of their tire manufacturing process. This is a legitimate procedure. Steering Wheel Shake Worksheet When diagnosing vibration concerns, use the following worksheet in conjunction with the appropriate Vibration Analysis-Road testing procedure in the Vibration Correction sub-section in SI. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > Customer Interest: > 00-03-10-006F > May > 10 > Wheels/Tires - Tire Radial Force Variation (RFV) > Page 5816 Refer to the appropriate section of SI for specifications and repair procedures that are related to the vibration concern. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > Customer Interest: > 05-03-10-003F > Apr > 10 > Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels Wheels: Customer Interest Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels TECHNICAL Bulletin No.: 05-03-10-003F Date: April 27, 2010 Subject: Low Tire Pressure, Leaking Cast Aluminum Wheels (Repair with Adhesive Sealant) Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X with Cast Aluminum Wheels Supercede: This bulletin is being revised to update the model years and the bulletin reference information. Please discard Corporate Bulletin Number 05-03-10-003E (Section 03 - Suspension). Condition Some customers may comment on a low tire pressure condition. Diagnosis of the low tire pressure condition indicates an air leak through the cast aluminum wheel. Cause Porosity in the cast aluminum wheel may be the cause. Notice This bulletin specifically addresses issues related to the wheel casting that may result in an air leak. For issues related to corrosion of the wheel in service, please refer to Corporate Bulletin Number 08-03-10-006C - Tire Slowly Goes Flat, Tire Air Loss, Low Tire Pressure Warning Light Illuminated, Aluminum Wheel Bead Seat Corrosion (Clean and Resurface Wheel Bead Seat). Correction 1. Remove the tire and wheel assembly from the vehicle. Refer to the appropriate service procedure in SI. 2. Locate the leaking area by inflating the tire to 276 kPa (40 psi) and dipping the tire/wheel assembly in a water bath, or use a spray bottle with soap and water to locate the specific leak location. Important - If the porosity leak is located in the bead area of the aluminum rim (where the tire meets the rim), the wheel should be replaced. - If two or more leaks are located on one wheel, the wheel should be replaced. 3. If air bubbles are observed, mark the location. - If the leak location is on the tire/rubber area, refer to Corporate Bulletin Number 04-03-10-001F Tire Puncture Repair Procedures for All Cars and Light Duty Trucks. - If the leak is located on the aluminum wheel area, continue with the next step. 4. Inscribe a mark on the tire at the valve stem in order to indicate the orientation of the tire to the wheel. 5. Dismount the tire from the wheel. Refer to Tire Mounting and Dismounting. 6. Remove the tire pressure sensor. Refer to Tire Pressure Sensor removal procedure in SI. 7. Scuff the INSIDE rim surface at the leak area with #80 grit paper and clean the area with general purpose cleaner, such as 3M(R) General Purpose Adhesive Cleaner, P/N 08984, or equivalent. 8. Apply a 3 mm (0.12 in) thick layer of Silicone - Adhesive/Sealant, P/N 12378478 (in Canada, use 88900041), or equivalent, to the leak area. 9. Allow for the adhesive/sealant to dry. Notice Caution must be used when mounting the tire so as not to damage the sealer. Damaging the repair area may result in an air leak. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > Customer Interest: > 05-03-10-003F > Apr > 10 > Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels > Page 5821 10. Align the inscribed mark on the tire with the valve stem on the wheel. 11. Reinstall the Tire Pressure Sensor. Refer to Tire Pressure Sensor installation procedure in SI. 12. Mount the tire on the wheel. Refer to Tire Mounting and Dismounting. 13. Pressurize the tire to 276 kPa (40 psi) and inspect for leaks. 14. Adjust tire pressure to meet the placard specification. 15. Balance the tire/wheel assembly. Refer to Tire and Wheel Assembly Balancing - Off-Vehicle. 16. Install the tire and wheel assembly onto the vehicle. Refer to the appropriate service procedure in SI. Parts Information Warranty Information (excluding Saab U.S. Models) Important The Silicone - Adhesive/Sealant comes in a case quantity of six. ONLY charge warranty one tube of adhesive/sealant per wheel repair. For vehicles repaired under warranty, use: One leak repair per wheel. Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table above. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 00-03-10-002F > Apr > 11 > Wheels - Chrome Wheel Staining/Pitting/Corrosion Wheels: All Technical Service Bulletins Wheels - Chrome Wheel Staining/Pitting/Corrosion INFORMATION Bulletin No.: 00-03-10-002F Date: April 21, 2011 Subject: Chemical Staining, Pitting, Corrosion and/or Spotted Appearance of Chromed Aluminum Wheels Models: 2012 and Prior GM Cars and Trucks Supercede: This bulletin is being revised to update model years, suggest additional restorative products and add additional corrosion information. Please discard Corporate Bulletin Number 00-03-10-002E (Section 03 - Suspension). Important You may give a copy of this bulletin to the customer. What is Chemical Staining of Chrome Wheels? Figure 1 Chemical staining in most cases results from acid based cleaners (refer to Figure 1 for an example). These stains are frequently milky, black, or greenish in appearance. They result from using cleaning solutions that contain acids on chrome wheels. Soap and water is usually sufficient to clean wheels. If the customer insists on using a wheel cleaner they should only use one that specifically states that it is safe for chromed wheels and does not contain anything in the following list. (Dealers should also survey any products they use during prep or normal cleaning of stock units for these chemicals.) - Ammonium Bifluoride (fluoride source for dissolution of chrome) - Hydrofluoric Acid (directly dissolves chrome) - Hydrochloric Acid (directly dissolves chrome) - Sodium Dodecylbenzenesulfonic Acid - Sulfamic Acid - Phosphoric Acid - Hydroxyacetic Acid Notice Many wheel cleaner instructions advise to take care to avoid contact with painted surfaces. Most customers think of painted surfaces as the fenders, quarter panels and other exterior sheet metal. Many vehicles have painted brake calipers. Acidic wheel cleaners may craze, crack, or discolor the paint on the brake calipers. Damage from wheel cleaners is not covered under the vehicle new car warranty. Soap and water applied with a soft brush is usually all that is required to clean the calipers. Whenever any wheel cleaner is used, it must be THOROUGHLY rinsed off of the wheel with clean, clear water. Special care must be taken to rinse under the hub cap, balance weights, wheel nuts, lug nut caps, between the wheel cladding and off the back side of the wheel. Wheels returned to the Warranty Parts Center (WPC) that exhibit damage from wheel cleaners most often have the damage around and under the wheel weight where the cleaner was incompletely flushed away. Notice Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 00-03-10-002F > Apr > 11 > Wheels - Chrome Wheel Staining/Pitting/Corrosion > Page 5827 Do not use cleaning solutions that contain hydrofluoric, oxalic and most other acids on chrome wheels (or any wheels). If the customer is unsure of the chemical make-up of a particular wheel cleaner, it should be avoided. For wheels showing signs of milky staining from acidic cleaners, refer to Customer Assistance and Instructions below. Warranty of Stained Chrome Wheels Stained wheels are not warrantable. Most acid based cleaners will permanently stain chrome wheels. Follow-up with dealers has confirmed that such cleaners were used on wheels that were returned to the Warranty Parts Center (WPC). Any stained wheels received by the WPC will be charged back to the dealership. To assist the customer, refer to Customer Assistance and Instructions below. Pitting or Spotted Appearance of Chrome Wheels Figure 2 A second type or staining or finish disturbance may result from road chemicals, such as calcium chloride used for dust control of unpaved roads. The staining will look like small pitting (refer to Figure 2). This staining will usually be on the leading edges of each wheel spoke, but may be uniformly distributed. If a vehicle must be operated under such conditions, the chrome wheels should be washed with mild soap and water and thoroughly rinsed as soon as conveniently possible. Important Road chemicals, such as calcium chloride used for dust control of unpaved roads, can also stain chrome wheels. The staining will look like small pitting. This staining will usually be on the leading edges of each wheel spoke. This is explained by the vehicle traveling in the forward direction while being splashed by the road chemical. If a vehicle must be operated under such conditions, the chrome wheels should be washed with mild soap and water and thoroughly rinsed as soon as conveniently possible. Warranty of Pitted or Spotted Chrome Wheels Wheels returned with pitting or spotting as a result of road chemicals may be replaced one time. Damage resulting from contact with these applied road chemicals is corrosive to the wheels finish and may cause damage if the wheels are not kept clean. Important Notify the customer that this is a one time replacement. Please stress to the customer the vital importance of keeping the wheels clean if they are operating the vehicle in an area that applies calcium chloride or other dust controlling chemicals! "GM of Canada" dealers require prior approval by the District Manager - Customer Care and Service Process (DM-CCSP). "Stardust" Corrosion of Chrome Wheels Figure 3 A third type of finish disturbance results from prolonged exposure to brake dust and resultant penetration of brake dust through the chrome. As brakes are applied hot particles of brake material are thrown off and tend to be forced through the leading edge of the wheel spoke windows by airflow. These Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 00-03-10-002F > Apr > 11 > Wheels - Chrome Wheel Staining/Pitting/Corrosion > Page 5828 hot particles embed themselves in the chrome layer and create a small pit. If the material is allowed to sit on the wheel while it is exposed to moisture or salt, it will corrode the wheel beneath the chrome leaving a pit or small blister in the chrome. Heavy brake dust build-up should be removed from wheels by using GM Chrome Cleaner and Polish, P/N 1050173 (in Canada use 10953013). For moderate cleaning, light brake dust build-up or water spots use GM Swirl Remover Polish, P/N 12377965 (in Canada, use Meguiars Plast-X(TM) Clear Plastic Cleaner and Polish #G12310C**). After cleaning, the wheel should be waxed using GM Cleaner Wax, P/N 12377966 (in Canada, use Meguiars Cleaner Wax #M0616C**), which will help protect the wheel from brake dust and reduce adhesion of any brake dust that gets on the wheel surface. For general maintenance cleaning, PEEK Metal Polish† may be used. It will clean and shine the chrome and leave behind a wax coating that may help protect the finish. Warranty of Stardust Corroded Chrome Wheels Wheels returned with pitting or spotting as a result of neglect and brake dust build-up may be replaced one time. Important Notify the customer that this is a one time replacement. Please stress to the customer the vital importance of keeping the wheels clean and free of prolonged exposure to brake dust build-up. "GM of Canada" dealers require prior approval by the District Manager - Customer Care and Service Process (DM-CCSP). Customer Assistance and Instructions GM has looked for ways customers may improve the appearance of wheels damaged by acidic cleaners. The following product and procedure has been found to dramatically improve the appearance of stained wheels. For wheels that have milky stains caused by acidic cleaners try the following: Notice THE 3M CHROME AND METAL POLISH REQUIRED FOR THIS PROCEDURE IS AN EXTREMELY AGGRESSIVE POLISH/CLEANER. THE WHEELS MUST BE CLEANED BEFORE APPLICATION TO AVOID SCRATCHING THE WHEEL SURFACE. THIS PRODUCT WILL REDUCE THE THICKNESS OF THE CHROME PLATING ON THE WHEEL AND IF USED INCORRECTLY OR EXCESSIVELY MAY REMOVE THE CHROME PLATING ALL TOGETHER, EXPOSING A LESS BRIGHT AND BRASSY COLORED SUB-LAYER. FOLLOW INSTRUCTIONS EXACTLY. 1. Wash the wheels with vigorously with soap and water. This step will clean and may reduce wheel staining. Flood all areas of the wheel with water to rinse. 2. Dry the wheels completely. Notice Begin with a small section of the wheel and with light pressure buff off polish and examine results. ONLY apply and rub with sufficient force and time to remove enough staining that you are satisfied with the results. Some wheels may be stained to the extent that you may only achieve a 50% improvement while others may be able to be restored to the original lustre. IN ALL CASES, only apply until the results are satisfactory. 3. Apply 3M Chrome and Metal Polish #39527* with a clean terry cloth towel. As you apply the polish, the staining will be diminished. 4. When dry, buff off the polish with a clean portion of the towel. 5. Repeat application of the 3M Chrome and Metal Polish until satisfied with the results. If continued applications fail to improve the appearance further discontinue use. This procedure will improve the appearance of the wheels and may, with repeated applications, restore the finish dramatically. For wheels that exhibit spotting from road chemicals the above procedure may marginally improve the condition but will not restore the finish or remove the pitting. In this type of staining the wheel finish has actually been removed in spots and no manner of cleaning will restore the finish. †*We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Parts Information Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 00-03-10-002F > Apr > 11 > Wheels - Chrome Wheel Staining/Pitting/Corrosion > Page 5829 *This product is currently available from 3M. To obtain information for your local retail location please call 3M at 1-888-364-3577. **This product is currently available from Meguiars (Canada). To obtain information for your local retail location please call Meguiars at 1-800-347-5700 or at www.meguiarscanada.com. ^ This product is currently available from Tri-Peek International. To obtain information for your local retail location please call Tri-Peek at 1-877-615-4272 or at www.tripeek.com. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 99-08-51-007E > Mar > 11 > Wheels/Tires - Refinishing Aluminum Wheels Wheels: All Technical Service Bulletins Wheels/Tires - Refinishing Aluminum Wheels INFORMATION Bulletin No.: 99-08-51-007E Date: March 17, 2011 Subject: Refinishing Aluminum Wheels Models: 2012 and Prior GM Passenger Cars and Trucks Supercede: This bulletin is being revised to add additional model years. Please discard Corporate Bulletin Number 99-08-51-007D (Section 08 - Body and Accessories). This bulletin updates General Motor's position on refinishing aluminum wheels. GM does not endorse any repairs that involve welding, bending, straightening or re-machining. Only cosmetic refinishing of the wheel's coatings, using recommended procedures, is allowed. Evaluating Damage In evaluating damage, it is the GM Dealer's responsibility to inspect the wheel for corrosion, scrapes, gouges, etc. The Dealer must insure that such damage is not deeper than what can be sanded or polished off. The wheel must be inspected for cracks. If cracks are found, discard the wheel. Any wheels with bent rim flanges must not be repaired or refinished. Wheels that have been refinished by an outside company must be returned to the same vehicle. The Dealer must record the wheel ID stamp or the cast date on the wheel in order to assure this requirement. Refer to Refinisher's Responsibility - Outside Company later in this bulletin. Aluminum Wheel Refinishing Recommendations - Chrome-plated aluminum wheels Re-plating these wheels is not recommended. - Polished aluminum wheels These wheels have a polyester or acrylic clearcoat on them. If the clearcoat is damaged, refinishing is possible. However, the required refinishing process cannot be performed in the dealer environment. Refer to Refinisher's Responsibility - Outside Company later in this bulletin. - Painted aluminum wheels These wheels are painted using a primer, color coat, and clearcoat procedure. If the paint is damaged, refinishing is possible. As with polished wheels, all original coatings must be removed first. Media blasting is recommended. Refer to GM Aluminum Refinishing Bulletin #53-17-03A for the re-painting of this type of wheel. - Bright, machined aluminum wheels These wheels have a polyester or acrylic clearcoat on them. In some cases, the recessed "pocket" areas of the wheel may be painted. Surface refinishing is possible. The wheel must be totally stripped by media blasting or other suitable means. The wheel should be resurfaced by using a sanding process rather than a machining process. This allows the least amount of material to be removed. Important Do not use any re-machining process that removes aluminum. This could affect the dimensions and function of the wheel. Painting is an option to re-clearcoating polished and bright machined aluminum wheels. Paint will better mask any surface imperfections and is somewhat more durable than clearcoat alone. GM recommends using Corsican SILVER WAEQ9283 for a fine "aluminum-like" look or Sparkle SILVER WA9967 for a very bright look. As an option, the body color may also be used. When using any of the painting options, it is recommended that all four wheels be refinished in order to maintain color uniformity. Refer to GM Aluminum Refinishing Bulletin #53-17-03A for specific procedures and product recommendations. Refinisher's Responsibility - Outside Company Important Some outside companies are offering wheel refinishing services. Such refinished wheels will be permanently marked by the refinisher and are warranted by the refinisher. Any process that re-machines or otherwise re-manufactures the wheel should not be used. A refinisher's responsibility includes inspecting for cracks using the Zyglo system or the equivalent. Any cracked wheels must not be refinished. No welding, hammering or reforming of any kind is allowed. The wheel ID must be recorded and follow the wheel throughout the process in order to assure that the same wheel is returned. A plastic media blast may be used for clean up of the wheel. Hand and/or lathe sanding of the machined surface and the wheel window is allowed. Material removal, though, must be kept to a minimum. Re-machining of the wheel is not allowed. Paint and/or clear coat must not be present on the following surfaces: the nut chamfers, the wheel mounting surfaces and the wheel pilot hole. The refinisher must permanently ID stamp the wheel and warrant the painted/clearcoated surfaces for a minimum of one year or the remainder of the new vehicle warranty, whichever is Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 99-08-51-007E > Mar > 11 > Wheels/Tires - Refinishing Aluminum Wheels > Page 5834 longer. Important Whenever a wheel is refinished, the mounting surface and the wheel nut contact surfaces must not be painted or clearcoated. Coating these surfaces could affect the wheel nut torque. When re-mounting a tire on an aluminum wheel, coated balance weights must be used in order to reduce the chance of future cosmetic damage. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 06-03-10-010A > Jun > 10 > Wheels - Changing Procedures/Precautions Wheels: All Technical Service Bulletins Wheels - Changing Procedures/Precautions INFORMATION Bulletin No.: 06-03-10-010A Date: June 09, 2010 Subject: Information on Proper Wheel Changing Procedures and Cautions Models: 2011 and Prior GM Passenger Cars and Trucks 2010 and Prior HUMMER Models 2005-2009 Saab 9-7X 2005-2009 Saturn Vehicles Attention: Complete wheel changing instructions for each vehicle line can be found under Tire and Wheel Removal and Installation in Service Information (SI). This bulletin is intended to quickly review and reinforce simple but vital procedures to reduce the possibility of achieving low torque during wheel installation. Always refer to SI for wheel lug nut torque specifications and complete jacking instructions for safe wheel changing. Supercede: This bulletin is being revised to include the 2011 model year and update the available special tool list. Please discard Corporate Bulletin Number 06-03-10-010 (Section 03 Suspension). Frequency of Wheel Changes - Marketplace Driven Just a few years ago, the increasing longevity of tires along with greater resistance to punctures had greatly reduced the number of times wheels were removed to basically required tire rotation intervals. Today with the booming business in accessory wheels/special application tires (such as winter tires), consumers are having tire/wheel assemblies removed - replaced - or installed more than ever. With this increased activity, it opens up more of a chance for error on the part of the technician. This bulletin will review a few of the common concerns and mistakes to make yourself aware of. Proper Servicing Starts With the Right Tools The following tools have been made available to assist in proper wheel and tire removal and installation. - J 41013 Rotor Resurfacing Kit (or equivalent) - J 42450-A Wheel Hub Resurfacing Kit (or equivalent) Corroded Surfaces One area of concern is corrosion on the mating surfaces of the wheel to the hub on the vehicle. Excessive corrosion, dirt, rust or debris built up on these surfaces can mimic a properly tightened wheel in the service stall. Once the vehicle is driven, the debris may loosen, grind up or be washed away from water splash. This action may result in clearance at the mating surface of the wheel and an under-torqued condition. Caution Before installing a wheel, remove any buildup on the wheel mounting surface and brake drum or brake disc mounting surface. Installing wheels with poor metal-to-metal contact at the mounting surfaces can cause wheel nuts to loosen. This may cause a wheel to come off when the vehicle is moving, possibly resulting in a loss of control or personal injury. Whenever you remove the tire/wheel assemblies, you must inspect the mating surfaces. If corrosion is found, you should remove the debris with a die grinder equipped with a fine sanding pad, wire brush or cleaning disc. Just remove enough material to assure a clean, smooth mating surface. The J 41013 (or equivalent) can be used to clean the following surfaces: - The hub mounting surface - The brake rotor mounting surface - The wheel mounting surface Use the J 42450-A (or equivalent) to clean around the base of the studs and the hub. Lubricants, Grease and Fluids Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 06-03-10-010A > Jun > 10 > Wheels - Changing Procedures/Precautions > Page 5839 Some customers may use penetrating oils, grease or other lubricants on wheel studs to aid in removal or installation. Always use a suitable cleaner/solvent to remove these lubricants prior to installing the wheel and tire assemblies. Lubricants left on the wheel studs may cause improper readings of wheel nut torque. Always install wheels to clean, dry wheel studs ONLY. Notice Lubricants left on the wheel studs or vertical mounting surfaces between the wheel and the rotor or drum may cause the wheel to work itself loose after the vehicle is driven. Always install wheels to clean, dry wheel studs and surfaces ONLY. Beginning with 2011 model year vehicles, put a light coating of grease, GM P/N 1051344 (in Canada, P/N 9930370), on the inner surface of the wheel pilot hole to prevent wheel seizure to the axle or bearing hub. Wheel Stud and Lug Nut Damage Always inspect the wheel studs and lug nuts for signs of damage from crossthreading or abuse. You should never have to force wheel nuts down the stud. Lug nuts that are damaged may not retain properly, yet give the impression of fully tightening. Always inspect and replace any component suspected of damage. Tip Always start wheel nuts by hand! Be certain that all wheel nut threads have been engaged BEFORE tightening the nut. Important If the vehicle has directional tread tires, verify the directional arrow on the outboard side of the tire is pointing in the direction of forward rotation. Wheel Nut Tightening and Torque Improper wheel nut tightening can lead to brake pulsation and rotor damage. In order to avoid additional brake repairs, evenly tighten the wheel nuts to the proper torque specification as shown for each vehicle in SI. Always observe the proper wheel nut tightening sequence as shown below in order to avoid trapping the wheel on the wheel stud threads or clamping the wheel slightly off center resulting in vibration. The Most Important Service You Provide While the above information is well known, and wheel removal so common, technicians run the risk of becoming complacent on this very important Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 06-03-10-010A > Jun > 10 > Wheels - Changing Procedures/Precautions > Page 5840 service operation. A simple distraction or time constraint that rushes the job may result in personal injury if the greatest of care is not exercised. Make it a habit to double check your work and to always side with caution when installing wheels. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 00-03-10-006F > May > 10 > Wheels/Tires - Tire Radial Force Variation (RFV) Wheels: All Technical Service Bulletins Wheels/Tires - Tire Radial Force Variation (RFV) INFORMATION Bulletin No.: 00-03-10-006F Date: May 04, 2010 Subject: Information on Tire Radial Force Variation (RFV) Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X 2000-2005 Saturn L Series 2003-2007 Saturn ION Supercede: This bulletin is being revised to considerably expand the available information on Radial Force Variation (RFV) and should be reviewed in whole. Please discard Corporate Bulletin Number 00-03-10-006E (Section 03 - Suspension). Important - Before measuring tires on equipment such as the Hunter GSP9700, the vehicle MUST be driven a minimum of 16 km (10 mi) to ensure removal of any flat-spotting. Refer to Corporate Bulletin Number 03-03-10-007E - Tire/Wheel Characteristics of GM Original Equipment Tires. - Equipment such as the Hunter GSP9700 MUST be calibrated prior to measuring tire/wheel assemblies for each vehicle. The purpose of this bulletin is to provide guidance to GM dealers when using tire force variation measurement equipment, such as the Hunter GSP9700. This type of equipment can be a valuable tool in diagnosing vehicle ride concerns. The most common ride concern involving tire radial force variation is highway speed shake on smooth roads. Tire related smooth road highway speed shake can be caused by three conditions: imbalance, out of round and tire force variation. These three conditions are not necessarily related. All three conditions must be addressed. Imbalance is normally addressed first, because it is the simpler of the three to correct. Off-vehicle, two plane dynamic wheel balancers are readily available and can accurately correct any imbalance. Balancer calibration and maintenance, proper attachment of the wheel to the balancer, and proper balance weights, are all factors required for a quality balance. However, a perfectly balanced tire/wheel assembly can still be "oval shaped" and cause a vibration. Before balancing, perform the following procedures. Tire and Wheel Diagnosis 1. Set the tire pressure to the placard values. 2. With the vehicle raised, ensure the wheels are centered on the hub by loosening all wheel nuts and hand-tightening all nuts first by hand while shaking the wheel, then torque to specifications using a torque wrench, NOT a torque stick. 3. Visually inspect the tires and the wheels. Inspect for evidence of the following conditions and correct as necessary: - Missing balance weights - Bent rim flange - Irregular tire wear - Incomplete bead seating - Tire irregularities (including pressure settings) - Mud/ice build-up in wheel - Stones in the tire tread - Remove any aftermarket wheels and/or tires and restore vehicle to original condition prior to diagnosing a smooth road shake condition. 4. Road test the vehicle using the Electronic Vibration Analyzer (EVA) essential tool. Drive for a sufficient distance on a known, smooth road surface to duplicate the condition. Determine if the vehicle is sensitive to brake apply. If the brakes are applied lightly and the pulsation felt in the steering wheel increases, refer to the Brakes section of the service manual that deals with brake-induced pulsation. If you can start to hear the vibration as a low boom noise (in addition to feeling it), but cannot see it, the vehicle likely has a first order (one pulse per propshaft revolution) driveline vibration. Driveline first order vibrations are high enough in frequency that most humans can start to hear them at highway speeds, but are too high to be able to be easily seen. These issues can be caused by driveline imbalance or misalignment. If the vehicle exhibits this low boom and the booming pulses in-and-out on a regular basis (like a throbbing), chances are good that the vehicle could have driveline vibration. This type Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 00-03-10-006F > May > 10 > Wheels/Tires - Tire Radial Force Variation (RFV) > Page 5845 of vibration is normally felt more in the "seat of the pants" than the steering wheel. 5. Next, record the Hertz (Hz) reading as displayed by the EVA onto the tire data worksheet found at the end of this bulletin. This should be done after a tire break-in period of at least 16 km (10 mi) at 72 km/h (45 mph) or greater, in order to eliminate any possible tire flat-spotting. This reading confirms what the vehicle vibration frequency is prior to vehicle service and documents the amount of improvement occurring as the result of the various steps taken to repair. Completing the Steering Wheel Shake Worksheet below is required. A copy of the completed worksheet must be saved with the R.O. and a copy included with any parts returned to the Warranty Parts Center for analysis. A reading of 35 to 50 Hz typically indicates a first order propshaft vibration. If this is the situation, refer to Corporate Bulletin Number 08-07-30-044D. Generally, a reading between 10 and 20 Hz indicates a tire/wheel vibration and if this is the reading obtained, continue using this bulletin. If the tire 1st order vibration goes away and stays away during this evaluation, the cause is likely tire flat-spotting. Tire flat-spotting vibration may come and go at any speed over 72 km/h (45 mph) during the first 10 minutes of operation, if vibration continues after 10 minutes of driving at speeds greater than 72 km/h (45 mph), tire flat-spotting can be ruled out as the cause for vibration. 6. If flat-spotting is the cause, provide the explanation that this has occurred due to the vehicle being parked for long periods of time and that the nature of the tire is to take a set. Refer to Corporate Bulletin Number 03-03-10-007E: Information on Tire/Wheel Characteristics (Vibration, Balance, Shake, Flat Spotting) of GM Original Equipment Tires. 7. If the road test indicates a shake/vibration exists, check the imbalance of each tire/wheel assembly on a known, calibrated, off-car dynamic balancer.Make sure the mounting surface of the wheel and the surface of the balancer are absolutely clean and free of debris. Be sure to chose the proper cone/collet for the wheel, and always use the pilot bore for centering. Never center the wheel using the hub-cap bore since it is not a precision machined surface. If any assembly calls for more than 1/4 ounce on either rim flange, remove all balance weights and rebalance to as close to zero as possible. If you can see the vibration (along with feeling it) in the steering wheel (driving straight without your hands on the wheel), it is very likely to be a tire/wheel first order (one pulse per revolution) disturbance. First order disturbances can be caused by imbalance as well as non-uniformities in tires, wheels or hubs. This first order frequency is too low for a human to hear, but if the amplitude is high enough, it can be seen. If a vibration or shake still exists after balancing, any out of round conditions, of the wheel, and force variation conditions of the tire, must be addressed. Equipment such as the Hunter GSP9700 can address both (it is also a wheel balancer). Tire radial force vibration (RFV) can be defined as the amount of stiffness variation the tire will produce in one revolution under a constant load. Radial force variation is what the vehicle feels because the load (weight) of the vehicle is always on the tires. Although free runout of tires (not under load) is not always a good indicator of a smooth ride, it is critical that total tire/wheel assembly runout be within specification. Equipment such as the Hunter GSP9700 loads the tire, similar to on the vehicle, and measures radial force variation of the tire/wheel assembly. Note that the wheel is affecting the tire's RFV measurement at this point. To isolate the wheel, its runout must be measured. This can be easily done on the Hunter, without the need to set up dial indicators. If the wheel meets the runout specification, the tire's RFV can then be addressed. After measuring the tire/wheel assembly under load, and the wheel alone, the machine then calculates (predicts) the radial force variation of the tire. However, because this is a prediction that can include mounting inaccuracies, and the load wheel is much smaller in diameter than used in tire production, this type of service equipment should NOT be used to audit new tires. Rather, it should be used as a service diagnostic tool to minimize radial force variation of the tire/wheel assembly. Equipment such as the Hunter GSP9700 does an excellent job of measuring wheel runout, and of finding the low point of the wheel (for runout) and the high point of the tire (for radial force variation). This allows the tire to be matched mounted to the wheel for lowest tire/wheel assembly force variation. The machine will simplify this process into easy steps. The following assembly radial force variation numbers should be used as a guide: When measuring RFV and match mounting tires perform the following steps. Measuring Wheel Runout and Assembly Radial Force Variation Important The completed worksheet at the end of this bulletin must be attached to the hard copy of the repair order. - Measure radial force variation and radial runout. - If a road force/balancing machine is used, record the radial force variation (RFV) on the worksheet at the end of this bulletin. It may be of benefit to have the lowest RFV assembly to the front left corner. If the machine is not available and the EVA data suggests there is an issue, swap the tire and wheel assemblies from the front to the back. Re-check on the EVA and if the problem still exists, test another vehicle to find tires that do not exhibit the same frequency and swap those tires onto the subject vehicle. - If a runout/balancing machine is used, record the radial runout of the tire/wheel assemblies on the worksheet at the end of this bulletin. If one or more of the tire/wheel assemblies are more than.040 in (1.02 mm), match mount the tire to the wheel to get below.040 in (1.02 mm). For sensitive customers, readings of 0.030 inch (0.76 mm) or less are preferable, it may also be of benefit to have the lowest runout assembly to the front left corner. If the machine is not available and the EVA data suggests there is an issue, swap the tire and wheel assemblies from the front to the back. Re-check on the EVA and if the problem still exists, test another vehicle to find tires that do not exhibit the same frequency and swap those tires Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 00-03-10-006F > May > 10 > Wheels/Tires - Tire Radial Force Variation (RFV) > Page 5846 onto the subject vehicle. - After match mounting, the tire/wheel assembly must be rebalanced. If match mounting tires to in-spec wheels produces assembly values higher than these, tire replacement may be necessary. Replacing tires at lower values will probably mean good tires are being condemned. Because tires can sometimes become temporarily flat-spotted, which will affect force variation, it is important that the vehicle be driven at least 16 km (10 mi) prior to measuring. Tire pressure must also be adjusted to the usage pressure on the vehicle's tire placard prior to measuring. Most GM vehicles will tolerate radial force variation up to these levels. However, some vehicles are more sensitive, and may require lower levels. Also, there are other tire parameters that equipment such as the Hunter GSP9700 cannot measure that may be a factor. In such cases, TAC should be contacted for further instructions. Important - When mounting a GM wheel to a wheel balancer/force variation machine, always use the wheel's center pilot hole. This is the primary centering mechanism on all GM wheels; the bolt holes are secondary. Usually a back cone method to the machine should be used. For added accuracy and repeatability, a flange plate should be used to clamp the wheel onto the cone and machine. This system is offered by all balancer manufacturers in GM's dealer program. - Any type of service equipment that removes tread rubber by grinding, buffing or truing is NOT recommended, and may void the tire warranty. However, tires may have been ground by the tire company as part of their tire manufacturing process. This is a legitimate procedure. Steering Wheel Shake Worksheet When diagnosing vibration concerns, use the following worksheet in conjunction with the appropriate Vibration Analysis-Road testing procedure in the Vibration Correction sub-section in SI. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 00-03-10-006F > May > 10 > Wheels/Tires - Tire Radial Force Variation (RFV) > Page 5847 Refer to the appropriate section of SI for specifications and repair procedures that are related to the vibration concern. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 05-03-10-003F > Apr > 10 > Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels Wheels: All Technical Service Bulletins Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels TECHNICAL Bulletin No.: 05-03-10-003F Date: April 27, 2010 Subject: Low Tire Pressure, Leaking Cast Aluminum Wheels (Repair with Adhesive Sealant) Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X with Cast Aluminum Wheels Supercede: This bulletin is being revised to update the model years and the bulletin reference information. Please discard Corporate Bulletin Number 05-03-10-003E (Section 03 - Suspension). Condition Some customers may comment on a low tire pressure condition. Diagnosis of the low tire pressure condition indicates an air leak through the cast aluminum wheel. Cause Porosity in the cast aluminum wheel may be the cause. Notice This bulletin specifically addresses issues related to the wheel casting that may result in an air leak. For issues related to corrosion of the wheel in service, please refer to Corporate Bulletin Number 08-03-10-006C - Tire Slowly Goes Flat, Tire Air Loss, Low Tire Pressure Warning Light Illuminated, Aluminum Wheel Bead Seat Corrosion (Clean and Resurface Wheel Bead Seat). Correction 1. Remove the tire and wheel assembly from the vehicle. Refer to the appropriate service procedure in SI. 2. Locate the leaking area by inflating the tire to 276 kPa (40 psi) and dipping the tire/wheel assembly in a water bath, or use a spray bottle with soap and water to locate the specific leak location. Important - If the porosity leak is located in the bead area of the aluminum rim (where the tire meets the rim), the wheel should be replaced. - If two or more leaks are located on one wheel, the wheel should be replaced. 3. If air bubbles are observed, mark the location. - If the leak location is on the tire/rubber area, refer to Corporate Bulletin Number 04-03-10-001F Tire Puncture Repair Procedures for All Cars and Light Duty Trucks. - If the leak is located on the aluminum wheel area, continue with the next step. 4. Inscribe a mark on the tire at the valve stem in order to indicate the orientation of the tire to the wheel. 5. Dismount the tire from the wheel. Refer to Tire Mounting and Dismounting. 6. Remove the tire pressure sensor. Refer to Tire Pressure Sensor removal procedure in SI. 7. Scuff the INSIDE rim surface at the leak area with #80 grit paper and clean the area with general purpose cleaner, such as 3M(R) General Purpose Adhesive Cleaner, P/N 08984, or equivalent. 8. Apply a 3 mm (0.12 in) thick layer of Silicone - Adhesive/Sealant, P/N 12378478 (in Canada, use 88900041), or equivalent, to the leak area. 9. Allow for the adhesive/sealant to dry. Notice Caution must be used when mounting the tire so as not to damage the sealer. Damaging the repair area may result in an air leak. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 05-03-10-003F > Apr > 10 > Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels > Page 5852 10. Align the inscribed mark on the tire with the valve stem on the wheel. 11. Reinstall the Tire Pressure Sensor. Refer to Tire Pressure Sensor installation procedure in SI. 12. Mount the tire on the wheel. Refer to Tire Mounting and Dismounting. 13. Pressurize the tire to 276 kPa (40 psi) and inspect for leaks. 14. Adjust tire pressure to meet the placard specification. 15. Balance the tire/wheel assembly. Refer to Tire and Wheel Assembly Balancing - Off-Vehicle. 16. Install the tire and wheel assembly onto the vehicle. Refer to the appropriate service procedure in SI. Parts Information Warranty Information (excluding Saab U.S. Models) Important The Silicone - Adhesive/Sealant comes in a case quantity of six. ONLY charge warranty one tube of adhesive/sealant per wheel repair. For vehicles repaired under warranty, use: One leak repair per wheel. Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table above. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 04-03-10-012B > Feb > 08 > Wheels - Chrome Wheel Brake Dust Accumulation/Pitting Wheels: All Technical Service Bulletins Wheels - Chrome Wheel Brake Dust Accumulation/Pitting Bulletin No.: 04-03-10-012B Date: February 01, 2008 INFORMATION Subject: Pitting and Brake Dust on Chrome wheels Models: 2008 and Prior GM Passenger Cars and Trucks (including Saturn) 2008 and Prior HUMMER H2, H3 2005-2008 Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 04-03-10-012A (Section 03 - Suspension). Analysis of Returned Wheels Chrome wheels returned under the New Vehicle Limited Warranty for pitting concerns have recently been evaluated. This condition is usually most severe in the vent (or window) area of the front wheels. This "pitting" may actually be brake dust that has been allowed to accumulate on the wheel. The longer this accumulation builds up, the more difficult it is to remove. Cleaning the Wheels In all cases, the returned wheels could be cleaned to their original condition using GM Vehicle Care Cleaner Wax, P/N 12377966 (in Canada, P/N 10952905). When using this product, you should confine your treatment to the areas of the wheel that show evidence of the brake dust build-up. This product is only for use on chromed steel or chromed aluminum wheels. Parts Information Warranty Information Wheel replacement for this condition is NOT applicable under the terms of the New Vehicle Limited Warranty. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 99-03-10-102 > Jun > 99 > Warranty - OE Chrome Plated Aluminum Wheel ID Wheels: All Technical Service Bulletins Warranty - OE Chrome Plated Aluminum Wheel ID File In Section: 03 - Suspension Bulletin No.: 99-03-10-102 Date: June, 1999 INFORMATION Subject: Original Equipment Chrome Plated Aluminum Wheel Identification Models: 1999 and Prior Passenger Cars and Light Duty Trucks Chrome plated aluminum wheels have been returned to the Warranty Parts Center that are not the original equipment (OE) components. Original equipment chrome plated aluminum wheels can be identified by either a balance weight clip retention groove (1) or a step (2) that is machined around both of the wheel's rim flanges. The rim flanges (3) of painted original equipment aluminum wheels do not have a groove or a step. Chrome plated aluminum wheels that do not have the wheel rim flange groove or step are aftermarket chrome plated components and are NOT warrantable. Any aftermarket chrome wheels received by the Warranty Parts Center will be charged back to the dealership. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 72-05-05 > Aug > 97 > Warranty - Guidelines for Using E0420 Wheel Replace Wheels: All Technical Service Bulletins Warranty - Guidelines for Using E0420 Wheel Replace File In Section: Warranty Administration Bulletin No.: 72-05-05 Date: August, 1997 WARRANTY ADMINISTRATION Subject: Guidelines for Using EO42O Wheel Replace Models: 1989-98 Passenger Cars and Light Duty Trucks The purpose of this bulletin is to provide service personnel with guidelines for using the above subject labor operation. Effective with repair orders dated on or after September 1, 1997, dealers are to be guided by the following: ^ Aluminum Wheels (including chrome plated) with Porosity - Wheels that exhibit porosity should be repaired as described in the vehicle service manual. Wheels should not be replaced without wholesale approval. ^ Aluminum Wheels (except chrome plated) with a "Finish Defect" - Wheels that exhibit a defect in the finish, (i.e., discoloration or surface degradation) should be refinished as described in the Corporate Service Bulletin Number 53-17-03A released in May, 1996. ^ Chrome Wheels - Wheels that are chromed and found to have a finish defect can only be replaced. ^ Aluminum and chrome wheels replaced under warranty will be subject to random part review and inspection. Those wheels inspected and found not to be defective and/or should have been repaired, will be subject to charge back. Wheels damaged by normal wear, road hazards, car wash brushes, or other physical or chemical damage are not eligible for warranty coverage. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 531703A > May > 96 > Aluminum Wheels - Refinishing Technical Service Bulletin # 531703A Date: 960501 Aluminum Wheels - Refinishing File In Section: 10 - Body Bulletin No.: 53-17-03A Date: May, 1996 INFORMATION Subject: Aluminum Wheel Refinishing Models: 1991-96 Passenger Cars and Trucks This bulletin is being revised to delete the 1990 model year and add the 1996 model year. Please discard Corporate Bulletin Number 53-17-03 (Section 10 - Body). This bulletin supersedes and cancels all previous service bulletins concerning the refinishing of aluminum wheels. The purpose of this service bulletin is to assist dealerships in repairing the discoloration or surface degradation that has occurred on styled aluminum wheels. This bulletin provides NEW PROCEDURES AND SPECIFIC MATERIALS for the refinishing of painted aluminum wheels or aluminum wheels with discoloration or surface degradation. Important: THE RE-MACHINING OF ALUMINUM WHEELS IS NOT RECOMMENDED. THE RE-CLEAR COATING OF ALUMINUM WHEELS IS NO LONGER RECOMMENDED DUE TO CONCERNS OF REPAIR DURABILITY The new procedure requires the wheel surface be plastic media blasted to remove old paint or clear coat. CHEMICAL STRIPPERS ARE NOT RECOMMENDED. Material Required System 1: DuPont Products 3939-S Cleaning Solvent 615/616 Etching Primer URO 5000 Primer Surfacer IMRON 6000 Basecoat 3440-S IMRON Clear System 2: PPG Products DX533 Aluminum Cleaner DX503 Aluminum Conditioner DP Epoxy Primer Deltron Basecoat (DBC) Concept 2001 Clear Acrylic Urethane System 3: Spies Hecker Permahyd Silicone Remover 7090 Permahyd 1:1 Primer 4070 Permahyd 2:1 Surfacer 5080 Permahyd Base Coat Series 280/285 Permahyd H.S. Clearcoat 8060 Color Selection If the wheels being painted were previously clearcoated aluminum, we would recommend using Corsican SILVER WAEQ9283 for a fine "aluminum-like" look or Sparkle SILVER WA9967 for a very bright look. As an option to the customer, you may also use body color. For color Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 531703A > May > 96 > Aluminum Wheels - Refinishing > Page 5869 selection and verification, refer to your paint manufacturer's color book. On wheels that were previous clearcoated aluminum it is recommended that all four wheels and their center caps be refinished to maintain color uniformity. Important: THE PRODUCTS LISTED MUST BE USED AS A SYSTEM. DO NOT MIX OTHER MANUFACTURERS' PRODUCT LINES WITH THE REQUIRED MATERIALS. PRODUCTS LISTED IN THIS BULLETIN HAVE SHOWN THE REQUIRED REPAIR DURABILITY, AND CURRENTLY ARE THE ONLY PAINT SYSTEMS THAT MEET GM SPECIFICATION 4350M-A336. Procedures 1. Remove wheels from vehicle. Tires may remain mounted on wheels. 2. Remove balance weights and mark their location on tire. 3. Wipe excess grease, etc. from wheels with wax and grease remover. 4. Have wheels plastic media blasted to remove clearcoat. FOR FURTHER INFORMATION ON MEDIA BLASTING IN YOUR AREA, CALL US TECHNOLOGIES INC., CONTACT DAVE ROSENBURG AT 1-800-634-9185. Caution: IT IS MANDATORY THAT ADEQUATE RESPIRATORY PROTECTION BE WORN. EXAMPLES OF SUCH PROTECTION ARE: AIR LINE RESPIRATORS WITH FULL HOOD OR HALF MASK. IF NOT AVAILABLE, USE A VAPOR/PARTICULATE RESPIRATOR THAT RESPIRATOR MANUFACTURER RECOMMENDS AS EFFECTIVE FOR ISOCYANATE VAPOR AND MISTS (UNLESS LOCAL REGULATIONS PREVAIL). 5. Painting Process a. Refer to Attachments 1-3 for each System's individual formula and process. b. After following the specific System's individual formula and process, follow these steps: 6. Unmask wheels. 7. Clean all wheel mounting surface of any corrosion, overspray, or dirt. 8. Install new coated balance weights, at marked locations. 9. Replace wheels on vehicle. 10. USE A TORQUE STICK ON AN IMPACT WRENCH, OR A TORQUE WRENCH TO CONSISTENTLY AND UNIFORMLY FASTEN THE WHEEL TO THE SPECIFIED TORQUE FOR THE VEHICLE. THE STAR PATTERN MUST BE FOLLOWED. Important: TORQUE STICKS MUST BE USED ANY TIME AN IMPACT WRENCH IS USED TO TIGHTEN WHEEL NUTS. Warranty Information For vehicles repaired under warranty, use as shown. Attachment 1 - DuPont Products Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 531703A > May > 96 > Aluminum Wheels - Refinishing > Page 5870 Painting Process System: Dupont Products Paint Color Information: Corsican Silver WA EQ9283 Dupont # C9143, Sparkle Silver WA9967 Dupont # C9339 1. Wipe wheel with cleaning solvent: 3939-S, 3949-S or 3900-S. 2. Mask off tires. Important: 3. Mask off all wheel mounting surfaces and wheel mount surfaces. 4. Apply two coats of 615/616-S etching primer to wheel allowing 10 minutes flash between coats. Allow to dry for 30 minutes before applying primer coat. 5. Apply URO 5000 primer 1220/193-S + accelerator 389-S using two coats at 65-70 PSI at the gun. Allow 12-15 minutes between coats. Force bake 30 minutes at 140°F (60°C). 6. Scuff sand using green Scotch-Brite pad. 7. Solvent wipe before top coating. 8. Apply IMRON 6000 base coat to wheel. 2-3 coats to hiding at 60-70 PSI allowing to flash between coats. Base coat needs to dry 20-30 minutes before clearcoat is applied. 9. Apply 3440-S clearcoat to wheel using two coats at 60-70 PSI. Flash 10-15 minutes between coats. 389-S can be used in basecoat and clearcoat to give faster set up times. 10. Allow overnight dry before reassemble. Can be baked for 30 minutes at 140°F (60°C). Attachment 2 - PPG Products Painting Process: PPG System Paint Color Information: Corsican Silver WAEQ9283; PPG # DBC-3531, Sparkle Silver WA9967; PPG # 35367 1. Wash entire wheel with aluminum cleaner DX533, mix 1:3 with water. Allow to react 2-3 minutes and rinse thoroughly. 2. Wash entire wheel with aluminum conditioner DX5O3 straight from the container. Allow to react 2-3 minutes until pale gold or tan color develops. Rinse thoroughly and dry. 3. Mask off tires. Important: 4. Mask off all wheel nut mounting surfaces and wheel mounting surfaces. 5. Apply 1-2 coats of DP Primer and allow to flash for 15-20 minutes. 6. Apply 2-3 coats of Deltron Basecoat (DBC) and allow to flash 20 minutes after the final coat. 7. Apply two (2) wet coats of Concept 2001 Acrylic urethane. 8. Flash 20 minutes and bake 140°F (60°C) for 30 minutes. For more information contact your PPG Jobber. Attachment 3 - Spies Hecker Painting Process: Spies Hecker System Paint Color Information: Corsican Silver AWEQ9283; SH-72913, Sparkle Silver WA9967; SH-71912 1. Clean with Permahyd Silicone Remover 7090. 2. Mask off tires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 531703A > May > 96 > Aluminum Wheels - Refinishing > Page 5871 Important: 3. Mask off all wheel nut mounting surfaces and wheel mounting surfaces. 4. Apply 1-1/2 coats of Permahyd 1:1 Primer 4070. Mix 1:1 with Permahyd Hardener 3070 as per TDS. 5. Allow to flash for 30 minutes. 6. Apply two (2) coats of Permahyd 2:1 Surfacer 5080. Mix 2:1 with Permahyd Hardener 3071 as per TDS. 7. Bake for 60 minutes at 140°F (60°C) or allow to flash for 3 hours at 68°F (20°C). 8. Apply Permahyd Base Coat Series 280/285 as per TDS. 9. Allow to flash 10 to 15 minutes. 10. Apply 1 to 2 coats of Permacron High Solid Clear Coat 8060 as per TDS. 11. Allow to flash 10 minutes. Then bake at 140°F (60°C) for 40 minutes. For more information, contact your SPIES HECKER Jobber. We believe these sources and their products to be reliable. There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or equipment from these firms or for any such items which may be available from other sources. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 73-33-01A > Dec > 97 > Interior - Squawk From Front Suspension Or Engine Area Stabilizer Bushing: All Technical Service Bulletins Interior - Squawk From Front Suspension Or Engine Area File In Section: 3 - Steering/Suspension Bulletin No.: 73-33-01A Date: December, 1997 Subject: Squawk Noise Coming from Front Suspension or Engine Compartment Area (Install Ultra High Molecular Tape) Models: 1993-98 Buick Skylark 1993-94 Chevrolet Cavalier 1993-96 Chevrolet Beretta, Corsica 1993-98 Oldsmobile Achieva 1993-94 Pontiac Sunbird 1993-98 Pontiac Grand Am This bulletin is being revised to add the 1998 model for the N-Car and eliminate VIN Breakpoints. Please discard Corporate Bulletin Number 73-33-01 (Section 3 - Steering/Suspension). Condition Some owners may comment on a "squawk" noise coming from the front suspension or engine compartment area. This noise may be more noticeable over small bumps, entering parking lots, and including any irregular road surfaces. This condition may also be more noticeable in cold weather conditions. Cause The squawk noise may be caused by the rubber stabilizer bushing material bleeding through the Teflon/Polyester sock (on later models) and coming into contact with the stabilizer shaft. On earlier models, the squawk may be caused from friction when the stabilizer bushing is grabbing and releasing the stabilizer shaft. Correction If the above conditions exist, perform the following repair: 1. Remove front stabilizer bushing clamps and bushings. Refer to Section 3C of the Service Manual. 2. Inspect stabilizer bushings for visible wear, replace if necessary. 3. Use crocus cloth (or equivalent) to sand the stabilizer shaft where the stabilizer bushings contact the stabilizer shaft. Sand all rough corrosion thoroughly. Do not remove paint if it is intact. 4. Install UHM (Ultra High Molecular) tape (provided in kit, P/N 22602686) into stabilizer bushing; adhesive side of tape should be installed onto the bushing. Install UHM tape to the opening of the bushing (the slit) as well as the circumference (this will secure the tape in place). Kit provides enough tape for two bushings (one vehicle). 5. Reassemble. Parts Information P/N Description 22602686 Service Kit (Consists of Tape and Instruction Sheet) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 73-33-01A > Dec > 97 > Interior - Squawk From Front Suspension Or Engine Area > Page 5877 Stabilizer Bushings Only Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time E2180 Use published labor operation time Add 0.9 hr Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 73-33-01A > Dec > 97 > All Technical Service Bulletins for Wheels: > 00-03-10-002F > Apr > 11 > Wheels - Chrome Wheel Staining/Pitting/Corrosion Wheels: All Technical Service Bulletins Wheels - Chrome Wheel Staining/Pitting/Corrosion INFORMATION Bulletin No.: 00-03-10-002F Date: April 21, 2011 Subject: Chemical Staining, Pitting, Corrosion and/or Spotted Appearance of Chromed Aluminum Wheels Models: 2012 and Prior GM Cars and Trucks Supercede: This bulletin is being revised to update model years, suggest additional restorative products and add additional corrosion information. Please discard Corporate Bulletin Number 00-03-10-002E (Section 03 - Suspension). Important You may give a copy of this bulletin to the customer. What is Chemical Staining of Chrome Wheels? Figure 1 Chemical staining in most cases results from acid based cleaners (refer to Figure 1 for an example). These stains are frequently milky, black, or greenish in appearance. They result from using cleaning solutions that contain acids on chrome wheels. Soap and water is usually sufficient to clean wheels. If the customer insists on using a wheel cleaner they should only use one that specifically states that it is safe for chromed wheels and does not contain anything in the following list. (Dealers should also survey any products they use during prep or normal cleaning of stock units for these chemicals.) - Ammonium Bifluoride (fluoride source for dissolution of chrome) - Hydrofluoric Acid (directly dissolves chrome) - Hydrochloric Acid (directly dissolves chrome) - Sodium Dodecylbenzenesulfonic Acid - Sulfamic Acid - Phosphoric Acid - Hydroxyacetic Acid Notice Many wheel cleaner instructions advise to take care to avoid contact with painted surfaces. Most customers think of painted surfaces as the fenders, quarter panels and other exterior sheet metal. Many vehicles have painted brake calipers. Acidic wheel cleaners may craze, crack, or discolor the paint on the brake calipers. Damage from wheel cleaners is not covered under the vehicle new car warranty. Soap and water applied with a soft brush is usually all that is required to clean the calipers. Whenever any wheel cleaner is used, it must be THOROUGHLY rinsed off of the wheel with clean, clear water. Special care must be taken to rinse under the hub cap, balance weights, wheel nuts, lug nut caps, between the wheel cladding and off the back side of the wheel. Wheels returned to the Warranty Parts Center (WPC) that exhibit damage from wheel cleaners most often have the damage around and under the wheel weight where the cleaner was incompletely flushed away. Notice Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 73-33-01A > Dec > 97 > All Technical Service Bulletins for Wheels: > 00-03-10-002F > Apr > 11 > Wheels - Chrome Wheel Staining/Pitting/Corrosion > Page 5887 Do not use cleaning solutions that contain hydrofluoric, oxalic and most other acids on chrome wheels (or any wheels). If the customer is unsure of the chemical make-up of a particular wheel cleaner, it should be avoided. For wheels showing signs of milky staining from acidic cleaners, refer to Customer Assistance and Instructions below. Warranty of Stained Chrome Wheels Stained wheels are not warrantable. Most acid based cleaners will permanently stain chrome wheels. Follow-up with dealers has confirmed that such cleaners were used on wheels that were returned to the Warranty Parts Center (WPC). Any stained wheels received by the WPC will be charged back to the dealership. To assist the customer, refer to Customer Assistance and Instructions below. Pitting or Spotted Appearance of Chrome Wheels Figure 2 A second type or staining or finish disturbance may result from road chemicals, such as calcium chloride used for dust control of unpaved roads. The staining will look like small pitting (refer to Figure 2). This staining will usually be on the leading edges of each wheel spoke, but may be uniformly distributed. If a vehicle must be operated under such conditions, the chrome wheels should be washed with mild soap and water and thoroughly rinsed as soon as conveniently possible. Important Road chemicals, such as calcium chloride used for dust control of unpaved roads, can also stain chrome wheels. The staining will look like small pitting. This staining will usually be on the leading edges of each wheel spoke. This is explained by the vehicle traveling in the forward direction while being splashed by the road chemical. If a vehicle must be operated under such conditions, the chrome wheels should be washed with mild soap and water and thoroughly rinsed as soon as conveniently possible. Warranty of Pitted or Spotted Chrome Wheels Wheels returned with pitting or spotting as a result of road chemicals may be replaced one time. Damage resulting from contact with these applied road chemicals is corrosive to the wheels finish and may cause damage if the wheels are not kept clean. Important Notify the customer that this is a one time replacement. Please stress to the customer the vital importance of keeping the wheels clean if they are operating the vehicle in an area that applies calcium chloride or other dust controlling chemicals! "GM of Canada" dealers require prior approval by the District Manager - Customer Care and Service Process (DM-CCSP). "Stardust" Corrosion of Chrome Wheels Figure 3 A third type of finish disturbance results from prolonged exposure to brake dust and resultant penetration of brake dust through the chrome. As brakes are applied hot particles of brake material are thrown off and tend to be forced through the leading edge of the wheel spoke windows by airflow. These Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 73-33-01A > Dec > 97 > All Technical Service Bulletins for Wheels: > 00-03-10-002F > Apr > 11 > Wheels - Chrome Wheel Staining/Pitting/Corrosion > Page 5888 hot particles embed themselves in the chrome layer and create a small pit. If the material is allowed to sit on the wheel while it is exposed to moisture or salt, it will corrode the wheel beneath the chrome leaving a pit or small blister in the chrome. Heavy brake dust build-up should be removed from wheels by using GM Chrome Cleaner and Polish, P/N 1050173 (in Canada use 10953013). For moderate cleaning, light brake dust build-up or water spots use GM Swirl Remover Polish, P/N 12377965 (in Canada, use Meguiars Plast-X(TM) Clear Plastic Cleaner and Polish #G12310C**). After cleaning, the wheel should be waxed using GM Cleaner Wax, P/N 12377966 (in Canada, use Meguiars Cleaner Wax #M0616C**), which will help protect the wheel from brake dust and reduce adhesion of any brake dust that gets on the wheel surface. For general maintenance cleaning, PEEK Metal Polish† may be used. It will clean and shine the chrome and leave behind a wax coating that may help protect the finish. Warranty of Stardust Corroded Chrome Wheels Wheels returned with pitting or spotting as a result of neglect and brake dust build-up may be replaced one time. Important Notify the customer that this is a one time replacement. Please stress to the customer the vital importance of keeping the wheels clean and free of prolonged exposure to brake dust build-up. "GM of Canada" dealers require prior approval by the District Manager - Customer Care and Service Process (DM-CCSP). Customer Assistance and Instructions GM has looked for ways customers may improve the appearance of wheels damaged by acidic cleaners. The following product and procedure has been found to dramatically improve the appearance of stained wheels. For wheels that have milky stains caused by acidic cleaners try the following: Notice THE 3M CHROME AND METAL POLISH REQUIRED FOR THIS PROCEDURE IS AN EXTREMELY AGGRESSIVE POLISH/CLEANER. THE WHEELS MUST BE CLEANED BEFORE APPLICATION TO AVOID SCRATCHING THE WHEEL SURFACE. THIS PRODUCT WILL REDUCE THE THICKNESS OF THE CHROME PLATING ON THE WHEEL AND IF USED INCORRECTLY OR EXCESSIVELY MAY REMOVE THE CHROME PLATING ALL TOGETHER, EXPOSING A LESS BRIGHT AND BRASSY COLORED SUB-LAYER. FOLLOW INSTRUCTIONS EXACTLY. 1. Wash the wheels with vigorously with soap and water. This step will clean and may reduce wheel staining. Flood all areas of the wheel with water to rinse. 2. Dry the wheels completely. Notice Begin with a small section of the wheel and with light pressure buff off polish and examine results. ONLY apply and rub with sufficient force and time to remove enough staining that you are satisfied with the results. Some wheels may be stained to the extent that you may only achieve a 50% improvement while others may be able to be restored to the original lustre. IN ALL CASES, only apply until the results are satisfactory. 3. Apply 3M Chrome and Metal Polish #39527* with a clean terry cloth towel. As you apply the polish, the staining will be diminished. 4. When dry, buff off the polish with a clean portion of the towel. 5. Repeat application of the 3M Chrome and Metal Polish until satisfied with the results. If continued applications fail to improve the appearance further discontinue use. This procedure will improve the appearance of the wheels and may, with repeated applications, restore the finish dramatically. For wheels that exhibit spotting from road chemicals the above procedure may marginally improve the condition but will not restore the finish or remove the pitting. In this type of staining the wheel finish has actually been removed in spots and no manner of cleaning will restore the finish. †*We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Parts Information Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 73-33-01A > Dec > 97 > All Technical Service Bulletins for Wheels: > 00-03-10-002F > Apr > 11 > Wheels - Chrome Wheel Staining/Pitting/Corrosion > Page 5889 *This product is currently available from 3M. To obtain information for your local retail location please call 3M at 1-888-364-3577. **This product is currently available from Meguiars (Canada). To obtain information for your local retail location please call Meguiars at 1-800-347-5700 or at www.meguiarscanada.com. ^ This product is currently available from Tri-Peek International. To obtain information for your local retail location please call Tri-Peek at 1-877-615-4272 or at www.tripeek.com. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 73-33-01A > Dec > 97 > All Technical Service Bulletins for Wheels: > 99-08-51-007E > Mar > 11 > Wheels/Tires - Refinishing Aluminum Wheels Wheels: All Technical Service Bulletins Wheels/Tires - Refinishing Aluminum Wheels INFORMATION Bulletin No.: 99-08-51-007E Date: March 17, 2011 Subject: Refinishing Aluminum Wheels Models: 2012 and Prior GM Passenger Cars and Trucks Supercede: This bulletin is being revised to add additional model years. Please discard Corporate Bulletin Number 99-08-51-007D (Section 08 - Body and Accessories). This bulletin updates General Motor's position on refinishing aluminum wheels. GM does not endorse any repairs that involve welding, bending, straightening or re-machining. Only cosmetic refinishing of the wheel's coatings, using recommended procedures, is allowed. Evaluating Damage In evaluating damage, it is the GM Dealer's responsibility to inspect the wheel for corrosion, scrapes, gouges, etc. The Dealer must insure that such damage is not deeper than what can be sanded or polished off. The wheel must be inspected for cracks. If cracks are found, discard the wheel. Any wheels with bent rim flanges must not be repaired or refinished. Wheels that have been refinished by an outside company must be returned to the same vehicle. The Dealer must record the wheel ID stamp or the cast date on the wheel in order to assure this requirement. Refer to Refinisher's Responsibility - Outside Company later in this bulletin. Aluminum Wheel Refinishing Recommendations - Chrome-plated aluminum wheels Re-plating these wheels is not recommended. - Polished aluminum wheels These wheels have a polyester or acrylic clearcoat on them. If the clearcoat is damaged, refinishing is possible. However, the required refinishing process cannot be performed in the dealer environment. Refer to Refinisher's Responsibility - Outside Company later in this bulletin. - Painted aluminum wheels These wheels are painted using a primer, color coat, and clearcoat procedure. If the paint is damaged, refinishing is possible. As with polished wheels, all original coatings must be removed first. Media blasting is recommended. Refer to GM Aluminum Refinishing Bulletin #53-17-03A for the re-painting of this type of wheel. - Bright, machined aluminum wheels These wheels have a polyester or acrylic clearcoat on them. In some cases, the recessed "pocket" areas of the wheel may be painted. Surface refinishing is possible. The wheel must be totally stripped by media blasting or other suitable means. The wheel should be resurfaced by using a sanding process rather than a machining process. This allows the least amount of material to be removed. Important Do not use any re-machining process that removes aluminum. This could affect the dimensions and function of the wheel. Painting is an option to re-clearcoating polished and bright machined aluminum wheels. Paint will better mask any surface imperfections and is somewhat more durable than clearcoat alone. GM recommends using Corsican SILVER WAEQ9283 for a fine "aluminum-like" look or Sparkle SILVER WA9967 for a very bright look. As an option, the body color may also be used. When using any of the painting options, it is recommended that all four wheels be refinished in order to maintain color uniformity. Refer to GM Aluminum Refinishing Bulletin #53-17-03A for specific procedures and product recommendations. Refinisher's Responsibility - Outside Company Important Some outside companies are offering wheel refinishing services. Such refinished wheels will be permanently marked by the refinisher and are warranted by the refinisher. Any process that re-machines or otherwise re-manufactures the wheel should not be used. A refinisher's responsibility includes inspecting for cracks using the Zyglo system or the equivalent. Any cracked wheels must not be refinished. No welding, hammering or reforming of any kind is allowed. The wheel ID must be recorded and follow the wheel throughout the process in order to assure that the same wheel is returned. A plastic media blast may be used for clean up of the wheel. Hand and/or lathe sanding of the machined surface and the wheel window is allowed. Material removal, though, must be kept to a minimum. Re-machining of the wheel is not allowed. Paint and/or clear coat must not be present on the following surfaces: the nut chamfers, the wheel mounting surfaces and the wheel pilot hole. The refinisher must permanently ID stamp the wheel and warrant the painted/clearcoated surfaces for a minimum of one year or the remainder of the new vehicle warranty, whichever is Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 73-33-01A > Dec > 97 > All Technical Service Bulletins for Wheels: > 99-08-51-007E > Mar > 11 > Wheels/Tires - Refinishing Aluminum Wheels > Page 5894 longer. Important Whenever a wheel is refinished, the mounting surface and the wheel nut contact surfaces must not be painted or clearcoated. Coating these surfaces could affect the wheel nut torque. When re-mounting a tire on an aluminum wheel, coated balance weights must be used in order to reduce the chance of future cosmetic damage. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 73-33-01A > Dec > 97 > All Technical Service Bulletins for Wheels: > 06-03-10-010A > Jun > 10 > Wheels - Changing Procedures/Precautions Wheels: All Technical Service Bulletins Wheels - Changing Procedures/Precautions INFORMATION Bulletin No.: 06-03-10-010A Date: June 09, 2010 Subject: Information on Proper Wheel Changing Procedures and Cautions Models: 2011 and Prior GM Passenger Cars and Trucks 2010 and Prior HUMMER Models 2005-2009 Saab 9-7X 2005-2009 Saturn Vehicles Attention: Complete wheel changing instructions for each vehicle line can be found under Tire and Wheel Removal and Installation in Service Information (SI). This bulletin is intended to quickly review and reinforce simple but vital procedures to reduce the possibility of achieving low torque during wheel installation. Always refer to SI for wheel lug nut torque specifications and complete jacking instructions for safe wheel changing. Supercede: This bulletin is being revised to include the 2011 model year and update the available special tool list. Please discard Corporate Bulletin Number 06-03-10-010 (Section 03 Suspension). Frequency of Wheel Changes - Marketplace Driven Just a few years ago, the increasing longevity of tires along with greater resistance to punctures had greatly reduced the number of times wheels were removed to basically required tire rotation intervals. Today with the booming business in accessory wheels/special application tires (such as winter tires), consumers are having tire/wheel assemblies removed - replaced - or installed more than ever. With this increased activity, it opens up more of a chance for error on the part of the technician. This bulletin will review a few of the common concerns and mistakes to make yourself aware of. Proper Servicing Starts With the Right Tools The following tools have been made available to assist in proper wheel and tire removal and installation. - J 41013 Rotor Resurfacing Kit (or equivalent) - J 42450-A Wheel Hub Resurfacing Kit (or equivalent) Corroded Surfaces One area of concern is corrosion on the mating surfaces of the wheel to the hub on the vehicle. Excessive corrosion, dirt, rust or debris built up on these surfaces can mimic a properly tightened wheel in the service stall. Once the vehicle is driven, the debris may loosen, grind up or be washed away from water splash. This action may result in clearance at the mating surface of the wheel and an under-torqued condition. Caution Before installing a wheel, remove any buildup on the wheel mounting surface and brake drum or brake disc mounting surface. Installing wheels with poor metal-to-metal contact at the mounting surfaces can cause wheel nuts to loosen. This may cause a wheel to come off when the vehicle is moving, possibly resulting in a loss of control or personal injury. Whenever you remove the tire/wheel assemblies, you must inspect the mating surfaces. If corrosion is found, you should remove the debris with a die grinder equipped with a fine sanding pad, wire brush or cleaning disc. Just remove enough material to assure a clean, smooth mating surface. The J 41013 (or equivalent) can be used to clean the following surfaces: - The hub mounting surface - The brake rotor mounting surface - The wheel mounting surface Use the J 42450-A (or equivalent) to clean around the base of the studs and the hub. Lubricants, Grease and Fluids Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 73-33-01A > Dec > 97 > All Technical Service Bulletins for Wheels: > 06-03-10-010A > Jun > 10 > Wheels - Changing Procedures/Precautions > Page 5899 Some customers may use penetrating oils, grease or other lubricants on wheel studs to aid in removal or installation. Always use a suitable cleaner/solvent to remove these lubricants prior to installing the wheel and tire assemblies. Lubricants left on the wheel studs may cause improper readings of wheel nut torque. Always install wheels to clean, dry wheel studs ONLY. Notice Lubricants left on the wheel studs or vertical mounting surfaces between the wheel and the rotor or drum may cause the wheel to work itself loose after the vehicle is driven. Always install wheels to clean, dry wheel studs and surfaces ONLY. Beginning with 2011 model year vehicles, put a light coating of grease, GM P/N 1051344 (in Canada, P/N 9930370), on the inner surface of the wheel pilot hole to prevent wheel seizure to the axle or bearing hub. Wheel Stud and Lug Nut Damage Always inspect the wheel studs and lug nuts for signs of damage from crossthreading or abuse. You should never have to force wheel nuts down the stud. Lug nuts that are damaged may not retain properly, yet give the impression of fully tightening. Always inspect and replace any component suspected of damage. Tip Always start wheel nuts by hand! Be certain that all wheel nut threads have been engaged BEFORE tightening the nut. Important If the vehicle has directional tread tires, verify the directional arrow on the outboard side of the tire is pointing in the direction of forward rotation. Wheel Nut Tightening and Torque Improper wheel nut tightening can lead to brake pulsation and rotor damage. In order to avoid additional brake repairs, evenly tighten the wheel nuts to the proper torque specification as shown for each vehicle in SI. Always observe the proper wheel nut tightening sequence as shown below in order to avoid trapping the wheel on the wheel stud threads or clamping the wheel slightly off center resulting in vibration. The Most Important Service You Provide While the above information is well known, and wheel removal so common, technicians run the risk of becoming complacent on this very important Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 73-33-01A > Dec > 97 > All Technical Service Bulletins for Wheels: > 06-03-10-010A > Jun > 10 > Wheels - Changing Procedures/Precautions > Page 5900 service operation. A simple distraction or time constraint that rushes the job may result in personal injury if the greatest of care is not exercised. Make it a habit to double check your work and to always side with caution when installing wheels. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 73-33-01A > Dec > 97 > All Technical Service Bulletins for Wheels: > 00-03-10-006F > May > 10 > Wheels/Tires - Tire Radial Force Variation (RFV) Wheels: All Technical Service Bulletins Wheels/Tires - Tire Radial Force Variation (RFV) INFORMATION Bulletin No.: 00-03-10-006F Date: May 04, 2010 Subject: Information on Tire Radial Force Variation (RFV) Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X 2000-2005 Saturn L Series 2003-2007 Saturn ION Supercede: This bulletin is being revised to considerably expand the available information on Radial Force Variation (RFV) and should be reviewed in whole. Please discard Corporate Bulletin Number 00-03-10-006E (Section 03 - Suspension). Important - Before measuring tires on equipment such as the Hunter GSP9700, the vehicle MUST be driven a minimum of 16 km (10 mi) to ensure removal of any flat-spotting. Refer to Corporate Bulletin Number 03-03-10-007E - Tire/Wheel Characteristics of GM Original Equipment Tires. - Equipment such as the Hunter GSP9700 MUST be calibrated prior to measuring tire/wheel assemblies for each vehicle. The purpose of this bulletin is to provide guidance to GM dealers when using tire force variation measurement equipment, such as the Hunter GSP9700. This type of equipment can be a valuable tool in diagnosing vehicle ride concerns. The most common ride concern involving tire radial force variation is highway speed shake on smooth roads. Tire related smooth road highway speed shake can be caused by three conditions: imbalance, out of round and tire force variation. These three conditions are not necessarily related. All three conditions must be addressed. Imbalance is normally addressed first, because it is the simpler of the three to correct. Off-vehicle, two plane dynamic wheel balancers are readily available and can accurately correct any imbalance. Balancer calibration and maintenance, proper attachment of the wheel to the balancer, and proper balance weights, are all factors required for a quality balance. However, a perfectly balanced tire/wheel assembly can still be "oval shaped" and cause a vibration. Before balancing, perform the following procedures. Tire and Wheel Diagnosis 1. Set the tire pressure to the placard values. 2. With the vehicle raised, ensure the wheels are centered on the hub by loosening all wheel nuts and hand-tightening all nuts first by hand while shaking the wheel, then torque to specifications using a torque wrench, NOT a torque stick. 3. Visually inspect the tires and the wheels. Inspect for evidence of the following conditions and correct as necessary: - Missing balance weights - Bent rim flange - Irregular tire wear - Incomplete bead seating - Tire irregularities (including pressure settings) - Mud/ice build-up in wheel - Stones in the tire tread - Remove any aftermarket wheels and/or tires and restore vehicle to original condition prior to diagnosing a smooth road shake condition. 4. Road test the vehicle using the Electronic Vibration Analyzer (EVA) essential tool. Drive for a sufficient distance on a known, smooth road surface to duplicate the condition. Determine if the vehicle is sensitive to brake apply. If the brakes are applied lightly and the pulsation felt in the steering wheel increases, refer to the Brakes section of the service manual that deals with brake-induced pulsation. If you can start to hear the vibration as a low boom noise (in addition to feeling it), but cannot see it, the vehicle likely has a first order (one pulse per propshaft revolution) driveline vibration. Driveline first order vibrations are high enough in frequency that most humans can start to hear them at highway speeds, but are too high to be able to be easily seen. These issues can be caused by driveline imbalance or misalignment. If the vehicle exhibits this low boom and the booming pulses in-and-out on a regular basis (like a throbbing), chances are good that the vehicle could have driveline vibration. This type Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 73-33-01A > Dec > 97 > All Technical Service Bulletins for Wheels: > 00-03-10-006F > May > 10 > Wheels/Tires - Tire Radial Force Variation (RFV) > Page 5905 of vibration is normally felt more in the "seat of the pants" than the steering wheel. 5. Next, record the Hertz (Hz) reading as displayed by the EVA onto the tire data worksheet found at the end of this bulletin. This should be done after a tire break-in period of at least 16 km (10 mi) at 72 km/h (45 mph) or greater, in order to eliminate any possible tire flat-spotting. This reading confirms what the vehicle vibration frequency is prior to vehicle service and documents the amount of improvement occurring as the result of the various steps taken to repair. Completing the Steering Wheel Shake Worksheet below is required. A copy of the completed worksheet must be saved with the R.O. and a copy included with any parts returned to the Warranty Parts Center for analysis. A reading of 35 to 50 Hz typically indicates a first order propshaft vibration. If this is the situation, refer to Corporate Bulletin Number 08-07-30-044D. Generally, a reading between 10 and 20 Hz indicates a tire/wheel vibration and if this is the reading obtained, continue using this bulletin. If the tire 1st order vibration goes away and stays away during this evaluation, the cause is likely tire flat-spotting. Tire flat-spotting vibration may come and go at any speed over 72 km/h (45 mph) during the first 10 minutes of operation, if vibration continues after 10 minutes of driving at speeds greater than 72 km/h (45 mph), tire flat-spotting can be ruled out as the cause for vibration. 6. If flat-spotting is the cause, provide the explanation that this has occurred due to the vehicle being parked for long periods of time and that the nature of the tire is to take a set. Refer to Corporate Bulletin Number 03-03-10-007E: Information on Tire/Wheel Characteristics (Vibration, Balance, Shake, Flat Spotting) of GM Original Equipment Tires. 7. If the road test indicates a shake/vibration exists, check the imbalance of each tire/wheel assembly on a known, calibrated, off-car dynamic balancer.Make sure the mounting surface of the wheel and the surface of the balancer are absolutely clean and free of debris. Be sure to chose the proper cone/collet for the wheel, and always use the pilot bore for centering. Never center the wheel using the hub-cap bore since it is not a precision machined surface. If any assembly calls for more than 1/4 ounce on either rim flange, remove all balance weights and rebalance to as close to zero as possible. If you can see the vibration (along with feeling it) in the steering wheel (driving straight without your hands on the wheel), it is very likely to be a tire/wheel first order (one pulse per revolution) disturbance. First order disturbances can be caused by imbalance as well as non-uniformities in tires, wheels or hubs. This first order frequency is too low for a human to hear, but if the amplitude is high enough, it can be seen. If a vibration or shake still exists after balancing, any out of round conditions, of the wheel, and force variation conditions of the tire, must be addressed. Equipment such as the Hunter GSP9700 can address both (it is also a wheel balancer). Tire radial force vibration (RFV) can be defined as the amount of stiffness variation the tire will produce in one revolution under a constant load. Radial force variation is what the vehicle feels because the load (weight) of the vehicle is always on the tires. Although free runout of tires (not under load) is not always a good indicator of a smooth ride, it is critical that total tire/wheel assembly runout be within specification. Equipment such as the Hunter GSP9700 loads the tire, similar to on the vehicle, and measures radial force variation of the tire/wheel assembly. Note that the wheel is affecting the tire's RFV measurement at this point. To isolate the wheel, its runout must be measured. This can be easily done on the Hunter, without the need to set up dial indicators. If the wheel meets the runout specification, the tire's RFV can then be addressed. After measuring the tire/wheel assembly under load, and the wheel alone, the machine then calculates (predicts) the radial force variation of the tire. However, because this is a prediction that can include mounting inaccuracies, and the load wheel is much smaller in diameter than used in tire production, this type of service equipment should NOT be used to audit new tires. Rather, it should be used as a service diagnostic tool to minimize radial force variation of the tire/wheel assembly. Equipment such as the Hunter GSP9700 does an excellent job of measuring wheel runout, and of finding the low point of the wheel (for runout) and the high point of the tire (for radial force variation). This allows the tire to be matched mounted to the wheel for lowest tire/wheel assembly force variation. The machine will simplify this process into easy steps. The following assembly radial force variation numbers should be used as a guide: When measuring RFV and match mounting tires perform the following steps. Measuring Wheel Runout and Assembly Radial Force Variation Important The completed worksheet at the end of this bulletin must be attached to the hard copy of the repair order. - Measure radial force variation and radial runout. - If a road force/balancing machine is used, record the radial force variation (RFV) on the worksheet at the end of this bulletin. It may be of benefit to have the lowest RFV assembly to the front left corner. If the machine is not available and the EVA data suggests there is an issue, swap the tire and wheel assemblies from the front to the back. Re-check on the EVA and if the problem still exists, test another vehicle to find tires that do not exhibit the same frequency and swap those tires onto the subject vehicle. - If a runout/balancing machine is used, record the radial runout of the tire/wheel assemblies on the worksheet at the end of this bulletin. If one or more of the tire/wheel assemblies are more than.040 in (1.02 mm), match mount the tire to the wheel to get below.040 in (1.02 mm). For sensitive customers, readings of 0.030 inch (0.76 mm) or less are preferable, it may also be of benefit to have the lowest runout assembly to the front left corner. If the machine is not available and the EVA data suggests there is an issue, swap the tire and wheel assemblies from the front to the back. Re-check on the EVA and if the problem still exists, test another vehicle to find tires that do not exhibit the same frequency and swap those tires Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 73-33-01A > Dec > 97 > All Technical Service Bulletins for Wheels: > 00-03-10-006F > May > 10 > Wheels/Tires - Tire Radial Force Variation (RFV) > Page 5906 onto the subject vehicle. - After match mounting, the tire/wheel assembly must be rebalanced. If match mounting tires to in-spec wheels produces assembly values higher than these, tire replacement may be necessary. Replacing tires at lower values will probably mean good tires are being condemned. Because tires can sometimes become temporarily flat-spotted, which will affect force variation, it is important that the vehicle be driven at least 16 km (10 mi) prior to measuring. Tire pressure must also be adjusted to the usage pressure on the vehicle's tire placard prior to measuring. Most GM vehicles will tolerate radial force variation up to these levels. However, some vehicles are more sensitive, and may require lower levels. Also, there are other tire parameters that equipment such as the Hunter GSP9700 cannot measure that may be a factor. In such cases, TAC should be contacted for further instructions. Important - When mounting a GM wheel to a wheel balancer/force variation machine, always use the wheel's center pilot hole. This is the primary centering mechanism on all GM wheels; the bolt holes are secondary. Usually a back cone method to the machine should be used. For added accuracy and repeatability, a flange plate should be used to clamp the wheel onto the cone and machine. This system is offered by all balancer manufacturers in GM's dealer program. - Any type of service equipment that removes tread rubber by grinding, buffing or truing is NOT recommended, and may void the tire warranty. However, tires may have been ground by the tire company as part of their tire manufacturing process. This is a legitimate procedure. Steering Wheel Shake Worksheet When diagnosing vibration concerns, use the following worksheet in conjunction with the appropriate Vibration Analysis-Road testing procedure in the Vibration Correction sub-section in SI. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 73-33-01A > Dec > 97 > All Technical Service Bulletins for Wheels: > 00-03-10-006F > May > 10 > Wheels/Tires - Tire Radial Force Variation (RFV) > Page 5907 Refer to the appropriate section of SI for specifications and repair procedures that are related to the vibration concern. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 73-33-01A > Dec > 97 > All Technical Service Bulletins for Wheels: > 05-03-10-003F > Apr > 10 > Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels Wheels: All Technical Service Bulletins Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels TECHNICAL Bulletin No.: 05-03-10-003F Date: April 27, 2010 Subject: Low Tire Pressure, Leaking Cast Aluminum Wheels (Repair with Adhesive Sealant) Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X with Cast Aluminum Wheels Supercede: This bulletin is being revised to update the model years and the bulletin reference information. Please discard Corporate Bulletin Number 05-03-10-003E (Section 03 - Suspension). Condition Some customers may comment on a low tire pressure condition. Diagnosis of the low tire pressure condition indicates an air leak through the cast aluminum wheel. Cause Porosity in the cast aluminum wheel may be the cause. Notice This bulletin specifically addresses issues related to the wheel casting that may result in an air leak. For issues related to corrosion of the wheel in service, please refer to Corporate Bulletin Number 08-03-10-006C - Tire Slowly Goes Flat, Tire Air Loss, Low Tire Pressure Warning Light Illuminated, Aluminum Wheel Bead Seat Corrosion (Clean and Resurface Wheel Bead Seat). Correction 1. Remove the tire and wheel assembly from the vehicle. Refer to the appropriate service procedure in SI. 2. Locate the leaking area by inflating the tire to 276 kPa (40 psi) and dipping the tire/wheel assembly in a water bath, or use a spray bottle with soap and water to locate the specific leak location. Important - If the porosity leak is located in the bead area of the aluminum rim (where the tire meets the rim), the wheel should be replaced. - If two or more leaks are located on one wheel, the wheel should be replaced. 3. If air bubbles are observed, mark the location. - If the leak location is on the tire/rubber area, refer to Corporate Bulletin Number 04-03-10-001F Tire Puncture Repair Procedures for All Cars and Light Duty Trucks. - If the leak is located on the aluminum wheel area, continue with the next step. 4. Inscribe a mark on the tire at the valve stem in order to indicate the orientation of the tire to the wheel. 5. Dismount the tire from the wheel. Refer to Tire Mounting and Dismounting. 6. Remove the tire pressure sensor. Refer to Tire Pressure Sensor removal procedure in SI. 7. Scuff the INSIDE rim surface at the leak area with #80 grit paper and clean the area with general purpose cleaner, such as 3M(R) General Purpose Adhesive Cleaner, P/N 08984, or equivalent. 8. Apply a 3 mm (0.12 in) thick layer of Silicone - Adhesive/Sealant, P/N 12378478 (in Canada, use 88900041), or equivalent, to the leak area. 9. Allow for the adhesive/sealant to dry. Notice Caution must be used when mounting the tire so as not to damage the sealer. Damaging the repair area may result in an air leak. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 73-33-01A > Dec > 97 > All Technical Service Bulletins for Wheels: > 05-03-10-003F > Apr > 10 > Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels > Page 5912 10. Align the inscribed mark on the tire with the valve stem on the wheel. 11. Reinstall the Tire Pressure Sensor. Refer to Tire Pressure Sensor installation procedure in SI. 12. Mount the tire on the wheel. Refer to Tire Mounting and Dismounting. 13. Pressurize the tire to 276 kPa (40 psi) and inspect for leaks. 14. Adjust tire pressure to meet the placard specification. 15. Balance the tire/wheel assembly. Refer to Tire and Wheel Assembly Balancing - Off-Vehicle. 16. Install the tire and wheel assembly onto the vehicle. Refer to the appropriate service procedure in SI. Parts Information Warranty Information (excluding Saab U.S. Models) Important The Silicone - Adhesive/Sealant comes in a case quantity of six. ONLY charge warranty one tube of adhesive/sealant per wheel repair. For vehicles repaired under warranty, use: One leak repair per wheel. Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table above. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 73-33-01A > Dec > 97 > All Technical Service Bulletins for Wheels: > 04-03-10-012B > Feb > 08 > Wheels - Chrome Wheel Brake Dust Accumulation/Pitting Wheels: All Technical Service Bulletins Wheels - Chrome Wheel Brake Dust Accumulation/Pitting Bulletin No.: 04-03-10-012B Date: February 01, 2008 INFORMATION Subject: Pitting and Brake Dust on Chrome wheels Models: 2008 and Prior GM Passenger Cars and Trucks (including Saturn) 2008 and Prior HUMMER H2, H3 2005-2008 Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 04-03-10-012A (Section 03 - Suspension). Analysis of Returned Wheels Chrome wheels returned under the New Vehicle Limited Warranty for pitting concerns have recently been evaluated. This condition is usually most severe in the vent (or window) area of the front wheels. This "pitting" may actually be brake dust that has been allowed to accumulate on the wheel. The longer this accumulation builds up, the more difficult it is to remove. Cleaning the Wheels In all cases, the returned wheels could be cleaned to their original condition using GM Vehicle Care Cleaner Wax, P/N 12377966 (in Canada, P/N 10952905). When using this product, you should confine your treatment to the areas of the wheel that show evidence of the brake dust build-up. This product is only for use on chromed steel or chromed aluminum wheels. Parts Information Warranty Information Wheel replacement for this condition is NOT applicable under the terms of the New Vehicle Limited Warranty. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 73-33-01A > Dec > 97 > All Technical Service Bulletins for Wheels: > 99-03-10-102 > Jun > 99 > Warranty - OE Chrome Plated Aluminum Wheel ID Wheels: All Technical Service Bulletins Warranty - OE Chrome Plated Aluminum Wheel ID File In Section: 03 - Suspension Bulletin No.: 99-03-10-102 Date: June, 1999 INFORMATION Subject: Original Equipment Chrome Plated Aluminum Wheel Identification Models: 1999 and Prior Passenger Cars and Light Duty Trucks Chrome plated aluminum wheels have been returned to the Warranty Parts Center that are not the original equipment (OE) components. Original equipment chrome plated aluminum wheels can be identified by either a balance weight clip retention groove (1) or a step (2) that is machined around both of the wheel's rim flanges. The rim flanges (3) of painted original equipment aluminum wheels do not have a groove or a step. Chrome plated aluminum wheels that do not have the wheel rim flange groove or step are aftermarket chrome plated components and are NOT warrantable. Any aftermarket chrome wheels received by the Warranty Parts Center will be charged back to the dealership. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 73-33-01A > Dec > 97 > All Technical Service Bulletins for Wheels: > 72-05-05 > Aug > 97 > Warranty - Guidelines for Using E0420 Wheel Replace Wheels: All Technical Service Bulletins Warranty - Guidelines for Using E0420 Wheel Replace File In Section: Warranty Administration Bulletin No.: 72-05-05 Date: August, 1997 WARRANTY ADMINISTRATION Subject: Guidelines for Using EO42O Wheel Replace Models: 1989-98 Passenger Cars and Light Duty Trucks The purpose of this bulletin is to provide service personnel with guidelines for using the above subject labor operation. Effective with repair orders dated on or after September 1, 1997, dealers are to be guided by the following: ^ Aluminum Wheels (including chrome plated) with Porosity - Wheels that exhibit porosity should be repaired as described in the vehicle service manual. Wheels should not be replaced without wholesale approval. ^ Aluminum Wheels (except chrome plated) with a "Finish Defect" - Wheels that exhibit a defect in the finish, (i.e., discoloration or surface degradation) should be refinished as described in the Corporate Service Bulletin Number 53-17-03A released in May, 1996. ^ Chrome Wheels - Wheels that are chromed and found to have a finish defect can only be replaced. ^ Aluminum and chrome wheels replaced under warranty will be subject to random part review and inspection. Those wheels inspected and found not to be defective and/or should have been repaired, will be subject to charge back. Wheels damaged by normal wear, road hazards, car wash brushes, or other physical or chemical damage are not eligible for warranty coverage. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 73-33-01A > Dec > 97 > All Technical Service Bulletins for Wheels: > 531703A > May > 96 > Aluminum Wheels - Refinishing Technical Service Bulletin # 531703A Date: 960501 Aluminum Wheels - Refinishing File In Section: 10 - Body Bulletin No.: 53-17-03A Date: May, 1996 INFORMATION Subject: Aluminum Wheel Refinishing Models: 1991-96 Passenger Cars and Trucks This bulletin is being revised to delete the 1990 model year and add the 1996 model year. Please discard Corporate Bulletin Number 53-17-03 (Section 10 - Body). This bulletin supersedes and cancels all previous service bulletins concerning the refinishing of aluminum wheels. The purpose of this service bulletin is to assist dealerships in repairing the discoloration or surface degradation that has occurred on styled aluminum wheels. This bulletin provides NEW PROCEDURES AND SPECIFIC MATERIALS for the refinishing of painted aluminum wheels or aluminum wheels with discoloration or surface degradation. Important: THE RE-MACHINING OF ALUMINUM WHEELS IS NOT RECOMMENDED. THE RE-CLEAR COATING OF ALUMINUM WHEELS IS NO LONGER RECOMMENDED DUE TO CONCERNS OF REPAIR DURABILITY The new procedure requires the wheel surface be plastic media blasted to remove old paint or clear coat. CHEMICAL STRIPPERS ARE NOT RECOMMENDED. Material Required System 1: DuPont Products 3939-S Cleaning Solvent 615/616 Etching Primer URO 5000 Primer Surfacer IMRON 6000 Basecoat 3440-S IMRON Clear System 2: PPG Products DX533 Aluminum Cleaner DX503 Aluminum Conditioner DP Epoxy Primer Deltron Basecoat (DBC) Concept 2001 Clear Acrylic Urethane System 3: Spies Hecker Permahyd Silicone Remover 7090 Permahyd 1:1 Primer 4070 Permahyd 2:1 Surfacer 5080 Permahyd Base Coat Series 280/285 Permahyd H.S. Clearcoat 8060 Color Selection If the wheels being painted were previously clearcoated aluminum, we would recommend using Corsican SILVER WAEQ9283 for a fine "aluminum-like" look or Sparkle SILVER WA9967 for a very bright look. As an option to the customer, you may also use body color. For color Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 73-33-01A > Dec > 97 > All Technical Service Bulletins for Wheels: > 531703A > May > 96 > Aluminum Wheels - Refinishing > Page 5929 selection and verification, refer to your paint manufacturer's color book. On wheels that were previous clearcoated aluminum it is recommended that all four wheels and their center caps be refinished to maintain color uniformity. Important: THE PRODUCTS LISTED MUST BE USED AS A SYSTEM. DO NOT MIX OTHER MANUFACTURERS' PRODUCT LINES WITH THE REQUIRED MATERIALS. PRODUCTS LISTED IN THIS BULLETIN HAVE SHOWN THE REQUIRED REPAIR DURABILITY, AND CURRENTLY ARE THE ONLY PAINT SYSTEMS THAT MEET GM SPECIFICATION 4350M-A336. Procedures 1. Remove wheels from vehicle. Tires may remain mounted on wheels. 2. Remove balance weights and mark their location on tire. 3. Wipe excess grease, etc. from wheels with wax and grease remover. 4. Have wheels plastic media blasted to remove clearcoat. FOR FURTHER INFORMATION ON MEDIA BLASTING IN YOUR AREA, CALL US TECHNOLOGIES INC., CONTACT DAVE ROSENBURG AT 1-800-634-9185. Caution: IT IS MANDATORY THAT ADEQUATE RESPIRATORY PROTECTION BE WORN. EXAMPLES OF SUCH PROTECTION ARE: AIR LINE RESPIRATORS WITH FULL HOOD OR HALF MASK. IF NOT AVAILABLE, USE A VAPOR/PARTICULATE RESPIRATOR THAT RESPIRATOR MANUFACTURER RECOMMENDS AS EFFECTIVE FOR ISOCYANATE VAPOR AND MISTS (UNLESS LOCAL REGULATIONS PREVAIL). 5. Painting Process a. Refer to Attachments 1-3 for each System's individual formula and process. b. After following the specific System's individual formula and process, follow these steps: 6. Unmask wheels. 7. Clean all wheel mounting surface of any corrosion, overspray, or dirt. 8. Install new coated balance weights, at marked locations. 9. Replace wheels on vehicle. 10. USE A TORQUE STICK ON AN IMPACT WRENCH, OR A TORQUE WRENCH TO CONSISTENTLY AND UNIFORMLY FASTEN THE WHEEL TO THE SPECIFIED TORQUE FOR THE VEHICLE. THE STAR PATTERN MUST BE FOLLOWED. Important: TORQUE STICKS MUST BE USED ANY TIME AN IMPACT WRENCH IS USED TO TIGHTEN WHEEL NUTS. Warranty Information For vehicles repaired under warranty, use as shown. Attachment 1 - DuPont Products Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 73-33-01A > Dec > 97 > All Technical Service Bulletins for Wheels: > 531703A > May > 96 > Aluminum Wheels - Refinishing > Page 5930 Painting Process System: Dupont Products Paint Color Information: Corsican Silver WA EQ9283 Dupont # C9143, Sparkle Silver WA9967 Dupont # C9339 1. Wipe wheel with cleaning solvent: 3939-S, 3949-S or 3900-S. 2. Mask off tires. Important: 3. Mask off all wheel mounting surfaces and wheel mount surfaces. 4. Apply two coats of 615/616-S etching primer to wheel allowing 10 minutes flash between coats. Allow to dry for 30 minutes before applying primer coat. 5. Apply URO 5000 primer 1220/193-S + accelerator 389-S using two coats at 65-70 PSI at the gun. Allow 12-15 minutes between coats. Force bake 30 minutes at 140°F (60°C). 6. Scuff sand using green Scotch-Brite pad. 7. Solvent wipe before top coating. 8. Apply IMRON 6000 base coat to wheel. 2-3 coats to hiding at 60-70 PSI allowing to flash between coats. Base coat needs to dry 20-30 minutes before clearcoat is applied. 9. Apply 3440-S clearcoat to wheel using two coats at 60-70 PSI. Flash 10-15 minutes between coats. 389-S can be used in basecoat and clearcoat to give faster set up times. 10. Allow overnight dry before reassemble. Can be baked for 30 minutes at 140°F (60°C). Attachment 2 - PPG Products Painting Process: PPG System Paint Color Information: Corsican Silver WAEQ9283; PPG # DBC-3531, Sparkle Silver WA9967; PPG # 35367 1. Wash entire wheel with aluminum cleaner DX533, mix 1:3 with water. Allow to react 2-3 minutes and rinse thoroughly. 2. Wash entire wheel with aluminum conditioner DX5O3 straight from the container. Allow to react 2-3 minutes until pale gold or tan color develops. Rinse thoroughly and dry. 3. Mask off tires. Important: 4. Mask off all wheel nut mounting surfaces and wheel mounting surfaces. 5. Apply 1-2 coats of DP Primer and allow to flash for 15-20 minutes. 6. Apply 2-3 coats of Deltron Basecoat (DBC) and allow to flash 20 minutes after the final coat. 7. Apply two (2) wet coats of Concept 2001 Acrylic urethane. 8. Flash 20 minutes and bake 140°F (60°C) for 30 minutes. For more information contact your PPG Jobber. Attachment 3 - Spies Hecker Painting Process: Spies Hecker System Paint Color Information: Corsican Silver AWEQ9283; SH-72913, Sparkle Silver WA9967; SH-71912 1. Clean with Permahyd Silicone Remover 7090. 2. Mask off tires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheels > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheels: > 73-33-01A > Dec > 97 > All Technical Service Bulletins for Wheels: > 531703A > May > 96 > Aluminum Wheels - Refinishing > Page 5931 Important: 3. Mask off all wheel nut mounting surfaces and wheel mounting surfaces. 4. Apply 1-1/2 coats of Permahyd 1:1 Primer 4070. Mix 1:1 with Permahyd Hardener 3070 as per TDS. 5. Allow to flash for 30 minutes. 6. Apply two (2) coats of Permahyd 2:1 Surfacer 5080. Mix 2:1 with Permahyd Hardener 3071 as per TDS. 7. Bake for 60 minutes at 140°F (60°C) or allow to flash for 3 hours at 68°F (20°C). 8. Apply Permahyd Base Coat Series 280/285 as per TDS. 9. Allow to flash 10 to 15 minutes. 10. Apply 1 to 2 coats of Permacron High Solid Clear Coat 8060 as per TDS. 11. Allow to flash 10 minutes. Then bake at 140°F (60°C) for 40 minutes. For more information, contact your SPIES HECKER Jobber. We believe these sources and their products to be reliable. There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or equipment from these firms or for any such items which may be available from other sources. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheel Bearing > Component Information > Specifications Wheel Bearing: Specifications Front Suspension Hub and Bearing Assembly to Steering Knuckle Bolts ........................................................................................................................ 95 Nm (70 ft. lbs.) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheel Bearing > Component Information > Service and Repair > Front Wheel Bearing Removal and Installation Wheel Bearing: Service and Repair Front Wheel Bearing Removal and Installation FRONT WHEEL BEARINGS AND/OR HUB Fig. 2 Modified Outer Seal Protector Fig. 3 Removing And Installing Shaft Nut REMOVAL 1. Raise and support vehicle. 2. Remove tire and wheel assembly, then install modified outer seal protector No. J 34754 or equivalent, Fig. 2. 3. Insert a drift punch through the rotor, Fig. 3 , then remove axle shaft nut and washer. 4. Remove ball joint, then using tool No. J-28733-A, or equivalent, disengage axle from hub and bearing assembly. 5. On all models, move axle shaft inward, then remove caliper attaching bolts and support caliper. 6. Remove brake rotor, then hub and bearing assembly attaching bolts. 7. Remove hub and bearing assembly. INSTALLATION 1. Install hub and bearing assembly, tighten attaching bolts to specification. 2. Install hub and bearing seal, then the brake rotor. 3. Install caliper, tighten attaching bolts to specification. 4. Move axle shaft outward, then insert drift punch through rotor, Fig. 3. 5. Install washer and new shaft nut, tighten shaft nut to specification. 6. Install ball joint, then remove drift punch and seal protector. 7. Install tire and wheel assembly, then lower vehicle. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheel Bearing > Component Information > Service and Repair > Front Wheel Bearing Removal and Installation > Page 5937 Wheel Bearing: Service and Repair Rear REAR HUB AND/OR BEARINGS 1. Raise and support vehicle, then remove wheel and tire assembly and brake drum. CAUTION: Do not hammer brake drum since damage to bearing may result. 2. Remove four hub/bearing assembly to rear axle attaching bolts, then the hub/bearing assembly from axle. NOTE: The upper rear hub attaching bolt may not clear brake shoe when removing hub and bearing assembly. Partially remove hub and bearing assembly prior to removing this bolt. 3. Reverse procedure to install. Torque hub attaching bolts to specification. CAUTION: Use care not to drop hub/bearing assembly since damage to bearing may result. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheel Hub > Axle Nut > Component Information > Specifications Axle Nut: Specifications Component .......................................................................................................................................... ....................................................... Torque/Ft. Lbs. Axle Nut ............................................................................................................................................... ............................................................................ 184 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheel Fastener > Component Information > Technical Service Bulletins > Customer Interest: > 01-03-10-009A > Jul > 04 > Wheels - Plastic Wheel Nut Covers Loose/Missing Wheel Fastener: Customer Interest Wheels - Plastic Wheel Nut Covers Loose/Missing Bulletin No.: 01-03-10-009A Date: July 27, 2004 TECHNICAL Subject: Plastic Wheel Nut Covers Missing and/or Loose (Replace Missing Covers and Add Sealant to All Covers) Models: 2005 and All Prior Passenger Cars (Except All Cadillac Models and Pontiac GTO) with Plastic Wheel Nut Covers Supercede: This bulletin is being revised to add additional models years. Please discard Corporate Bulletin Number 01-03-10-009. Condition Some customers may comment that the plastic wheel nut covers are missing and/or loose. Correction Important: ^ DO NOT USE a silicone-based adhesive. ^ Do not apply the *permatex(R) around the threads in a circular pattern. ^ Apply a single bead across the threads approximately 10 mm (0.4 in) in length, 5 mm (0.2 in) in height and 5 mm (0.2 in) in width. Replace any missing plastic wheel nut covers with the appropriate covers and apply Permatex(R) # 2 Form A Gasket Sealant(R) to the threads of all the plastic wheel nut covers. Tighten finger tight plus a 1/4 turn with a hand wrench. *We believe this source and their products to be reliable. There may be additional manufacturers of such material. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any other such items which may be available from other sources. Permatex(R) # 2 Form A Gasket Sealant(R) part numbers (available at your local parts supplier) ^ P/N 80009 (2A/2AR) - 44 ml (1.5 oz) tube boxed ^ P/N 80015 (2AR) - 44 ml (1.5 oz) tube carded ^ P/N 80010 (2B/2BR) - 89 ml (3 oz) tube boxed ^ P/N 80016 (2BR) - 89 ml (3 oz) tube carded ^ P/N 80011 (2C) - 325 ml (11 oz) tube boxed Warranty Information For vehicles repaired under warranty, use the table. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheel Fastener > Component Information > Technical Service Bulletins > Customer Interest: > 01-03-10-009A > Jul > 04 > Wheels - Plastic Wheel Nut Covers Loose/Missing > Page 5950 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheel Fastener > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 01-03-10-009A > Jul > 04 > Wheels - Plastic Wheel Nut Covers Loose/Missing Wheel Fastener: All Technical Service Bulletins Wheels - Plastic Wheel Nut Covers Loose/Missing Bulletin No.: 01-03-10-009A Date: July 27, 2004 TECHNICAL Subject: Plastic Wheel Nut Covers Missing and/or Loose (Replace Missing Covers and Add Sealant to All Covers) Models: 2005 and All Prior Passenger Cars (Except All Cadillac Models and Pontiac GTO) with Plastic Wheel Nut Covers Supercede: This bulletin is being revised to add additional models years. Please discard Corporate Bulletin Number 01-03-10-009. Condition Some customers may comment that the plastic wheel nut covers are missing and/or loose. Correction Important: ^ DO NOT USE a silicone-based adhesive. ^ Do not apply the *permatex(R) around the threads in a circular pattern. ^ Apply a single bead across the threads approximately 10 mm (0.4 in) in length, 5 mm (0.2 in) in height and 5 mm (0.2 in) in width. Replace any missing plastic wheel nut covers with the appropriate covers and apply Permatex(R) # 2 Form A Gasket Sealant(R) to the threads of all the plastic wheel nut covers. Tighten finger tight plus a 1/4 turn with a hand wrench. *We believe this source and their products to be reliable. There may be additional manufacturers of such material. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any other such items which may be available from other sources. Permatex(R) # 2 Form A Gasket Sealant(R) part numbers (available at your local parts supplier) ^ P/N 80009 (2A/2AR) - 44 ml (1.5 oz) tube boxed ^ P/N 80015 (2AR) - 44 ml (1.5 oz) tube carded ^ P/N 80010 (2B/2BR) - 89 ml (3 oz) tube boxed ^ P/N 80016 (2BR) - 89 ml (3 oz) tube carded ^ P/N 80011 (2C) - 325 ml (11 oz) tube boxed Warranty Information For vehicles repaired under warranty, use the table. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheel Fastener > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 01-03-10-009A > Jul > 04 > Wheels - Plastic Wheel Nut Covers Loose/Missing > Page 5956 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheel Fastener > Component Information > Technical Service Bulletins > All Other Service Bulletins for Wheel Fastener: > 331106 > Dec > 93 > A/C - Water Leaking Into Passenger Footwell Area Air Duct: All Technical Service Bulletins A/C - Water Leaking Into Passenger Footwell Area Group Ref.: HVAC Bulletin No.: 331106 Date: December, 1993 SUBJECT: WATER LEAKING INTO THE FOOTWELL OF THE RIGHT FRONT PASSENGER AREA (REPOSITION AIR INLET TO FRONT OF DASH GASKET) MODELS: 1994 CHEVROLET CAVALIER 1994 PONTIAC SUNBIRD Vehicles affected were produced at Lordstown: Chevrolet: S.O.P. to R7118284 Pontiac: S.O.P. to R7506224 CONDITION: Some owners may comment on water leaking into the footwell of the right front passenger area. CAUSE: This condition could be caused by a twisted gasket between the blower air inlet and the front of dash. CORRECTION: Remove the blower air inlet and reposition the gasket to seal completely around air inlet and reinstall. Follow service procedure outlined in Section 1A or 1B of the appropriate service manual. WARRANTY INFORMATION: For vehicles repaired under warranty, use: Labor Operation Number: D1870 Labor Time: Use published labor operation time. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheel Fastener > Component Information > Specifications > Front Suspension Wheel Fastener: Specifications Front Suspension FRONT SUSPENSION Component .......................................................................................................................................... ....................................................... Torque/Ft. Lbs. Ball Joint To Knuckle ........................................................................................................................... ........................................................................ 41-50 Caliper Bolts ..................................................... .............................................................................................................................................................. ... 38 Control Arm Pivot Bolt ................................................................................................................ ...................................................................................... 61 Hub & Bearing Assembly ......................... .............................................................................................................................................................. ........... 70 Hub Nut .............................................................................................................................. .............................................................................................. 185 Inner Tie Rod End Bolts ................ .............................................................................................................................................................. ...................... 65 Power Coupling To Steering Column ...................................................................... .......................................................................................................... 30 Power Coupling To Stub Shaft .................................................................................................................................................... ....................................... 30 Power Rack & Pinion Mounts ................................................................. ........................................................................................................................... 22 Power Steering Return Lines ........................................................................................................................................ ...................................................... 19 Stabilizer Shaft To Control Arm ............................................... ......................................................................................................................................... 13 Stabilizer To Support Assembly .......................................................................................................................... ............................................................... 16 Steering Knuckle To Strut Assembly .............................. ................................................................................................................................................. 133 Strut Assembly To Body ...................................................................................................................... .............................................................................. 18 Strut Cartridge Retaining Nut .......................... .............................................................................................................................................................. ..... 65 Suspension Support Assembly ................................................................................................. ........................................................................................ [01] Tie Rod Pinch Bolts ............................................................................................................................. .............................................................................. 41 Tie Rod To Steering Knuckle ........................... .............................................................................................................................................................. ... 37 Tie Rod To Strut ......................................................................................................................... ....................................................................................... 37 Wheel Lug Nuts ...................................... .............................................................................................................................................................. ........... 100 [01] -- Torque suspension support assembly center bolts to 66 ft. lbs.; then front bolts to 65 ft. lbs.; then rear bolts to 65 ft. lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Steering and Suspension > Wheels and Tires > Wheel Fastener > Component Information > Specifications > Front Suspension > Page 5969 Wheel Fastener: Specifications Rear Suspension REAR SUSPENSION Component .......................................................................................................................................... ....................................................... Torque/Ft. Lbs. Axle To Body Bracket .......................................................................................................................... ............................................................................. 68 Brake Line Bracket To Axle .............................. .............................................................................................................................................................. .. 11 Brake Line Bracket To Frame ...................................................................................................... ........................................................................................ 8 Hub & Bearing Assembly ......................... .............................................................................................................................................................. ........... 37 Shock Absorber Bolt At Axle .............................................................................................. .............................................................................................. 35 Shock Absorber Mount To Body ...... .............................................................................................................................................................. ................... 13 Shock Absorber To Mount .......................................................................................... ....................................................................................................... 21 Stabilizer Shaft Clamp Bolts At Axle ...................................................................................................................................................... ........................... 13 Stabilizer Shaft Clamp Nuts ................................................................................ ............................................................................................................... 16 Wheel Lug Nuts .............. .............................................................................................................................................................. ................................... 100 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Air Door, HVAC > Air Door Actuator / Motor, HVAC > Component Information > Locations > Component Locations Air Door Actuator / Motor: Component Locations Center Of I/P Center Of I/P Center Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Air Door, HVAC > Air Door Actuator / Motor, HVAC > Component Information > Locations > Component Locations > Page 5976 Behind RH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Air Door, HVAC > Air Door Cable, HVAC > Component Information > Technical Service Bulletins > A/C - Inability to Adjust the Temperature Control Air Door Cable: Technical Service Bulletins A/C - Inability to Adjust the Temperature Control Group Ref.: 1 - HVAC Bulletin No.: 331105A Date: June, 1994 SUBJECT: DIFFICULTY OR INABILITY TO ADJUST THE TEMPERATURE CONTROL (REPAIR OR REPLACE TEMPERATURE CABLE) MODELS: 1994 CHEVROLET CAVALIER 1994 PONTIAC SUNBIRD AFFECTED VEHICLE VINs: DIVISION LORDSTOWN RAMOS CHEVROLET R7108384 - R7144698 RS801617 - RS803057 PONTIAC R7502924 - R7517151 RS801618 - RS803056 THIS BULLETIN IS BEING REVISED TO UPDATE WARRANTY INFORMATION - LABOR TIME WAS NOT PREVIOUSLY SPECIFIED FOR NEW LABOR OPERATION NUMBER D0460. PLEASE DISCARD BULLETIN 331105 (GROUP REFERENCE 1 - HVAC). CONDITION: Some owners may comment on the difficulty or inability to adjust the temperature control on their vehicle. CAUSE: The above condition could be caused by one of the following conditions: 1. Temperature control cable bent at the eyelet. 2. Adjustment clip inadvertently sliding along cable and losing adjustment. 3. Temperature control cable too long and contacting case of the module. 4. Temperature control cable retainer missing from the control head or the module. CORRECTION: Determine cause of the inoperation/binding and perform the following: 1. If the temperature control cable is determined to be too long or the temperature control cable eyelet is bent, replace the temperature control cable. 2. If the temperature control cable is out of adjustment, readjust cable. 3. If the temperature control cable retainer is missing from either the control head or the module, reinstall cable and install new retainer. PARTS INFORMATION: Description P/N Cable assembly, temperature control 22596967 Retainer, temperature control cable 11501937 Parts are currently available from GMSPO. WARRANTY INFORMATION: For vehicles repaired under warranty, use: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Air Door, HVAC > Air Door Cable, HVAC > Component Information > Technical Service Bulletins > A/C - Inability to Adjust the Temperature Control > Page 5981 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Air Duct > Component Information > Technical Service Bulletins > Customer Interest for Air Duct: > 331106 > Dec > 93 > A/C - Water Leaking Into Passenger Footwell Area Air Duct: Customer Interest A/C - Water Leaking Into Passenger Footwell Area Group Ref.: HVAC Bulletin No.: 331106 Date: December, 1993 SUBJECT: WATER LEAKING INTO THE FOOTWELL OF THE RIGHT FRONT PASSENGER AREA (REPOSITION AIR INLET TO FRONT OF DASH GASKET) MODELS: 1994 CHEVROLET CAVALIER 1994 PONTIAC SUNBIRD Vehicles affected were produced at Lordstown: Chevrolet: S.O.P. to R7118284 Pontiac: S.O.P. to R7506224 CONDITION: Some owners may comment on water leaking into the footwell of the right front passenger area. CAUSE: This condition could be caused by a twisted gasket between the blower air inlet and the front of dash. CORRECTION: Remove the blower air inlet and reposition the gasket to seal completely around air inlet and reinstall. Follow service procedure outlined in Section 1A or 1B of the appropriate service manual. WARRANTY INFORMATION: For vehicles repaired under warranty, use: Labor Operation Number: D1870 Labor Time: Use published labor operation time. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Air Duct > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Air Duct: > 331106 > Dec > 93 > A/C - Water Leaking Into Passenger Footwell Area Air Duct: All Technical Service Bulletins A/C - Water Leaking Into Passenger Footwell Area Group Ref.: HVAC Bulletin No.: 331106 Date: December, 1993 SUBJECT: WATER LEAKING INTO THE FOOTWELL OF THE RIGHT FRONT PASSENGER AREA (REPOSITION AIR INLET TO FRONT OF DASH GASKET) MODELS: 1994 CHEVROLET CAVALIER 1994 PONTIAC SUNBIRD Vehicles affected were produced at Lordstown: Chevrolet: S.O.P. to R7118284 Pontiac: S.O.P. to R7506224 CONDITION: Some owners may comment on water leaking into the footwell of the right front passenger area. CAUSE: This condition could be caused by a twisted gasket between the blower air inlet and the front of dash. CORRECTION: Remove the blower air inlet and reposition the gasket to seal completely around air inlet and reinstall. Follow service procedure outlined in Section 1A or 1B of the appropriate service manual. WARRANTY INFORMATION: For vehicles repaired under warranty, use: Labor Operation Number: D1870 Labor Time: Use published labor operation time. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Technical Service Bulletins > Customer Interest for Blower Motor: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates Blower Motor: Customer Interest A/C - Odor at Start up in Humid Climates File In Section: 1 - HVAC Bulletin No.: 53-12-12A Date: December, 1996 Subject: Air Conditioning Odor at Start Up in Humid Climates (Disinfect Evaporator Core, Install Delayed Blower Control Package) Models: 1993-96 Passenger Cars (Except GEO) 1993-96 Light Duty Models (Except Tracker) This bulletin is being revised to update the wiring diagrams, add the Corvette (with RPO C60) and delete medium/heavy duty trucks. Please discard Corporate Bulletin Number 53-12-12 (Section 1 HVAC). Condition Some owners may comment on odors emitted from the air conditioning system, primarily at start up in hot, humid climates. Cause This odor may be the result of microbial growth on the evaporator core. When the blower motor fan is turned on, the microbial growth may release an unpleasant musty odor into the passenger compartment. Correction To remove odors of this type, it is necessary to eliminate the microbial growth and prevent its recurrence. To accomplish this, these two procedures must be completed. ^ Deodorize the evaporator core using Deodorizing Aerosol Kit, P/N 12377951 (AC Delco 15-102). ^ Install the new A/C Delayed Blower Control Package, P/N 12370470, (AC Delco 15-8632). The blower control package will enable the blower to run at high speed for five (5) minutes. It will do so approximately fifty (50) minutes after the ignition has been turned off if the compressor had been engaged for four (4) or more minutes prior to shutting off engine. By doing so, the evaporator case and core are dried out, reducing the chances of a recurring A/C odor. Procedure 1. Visually inspect the air conditioning evaporator drain hose for obstructions or working condition. 2. Apply deodorizing aerosol as described in the instructions supplied with the kit. Once the deodorizer has been applied, some of the mixture may overflow from the drain hose. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Technical Service Bulletins > Customer Interest for Blower Motor: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6003 3. The chart identifies specific instructions for each vehicle. This chart will identify the proper deodorizing procedure, template and wiring diagram. Deodorizing the evaporator case can easily be done by removing the blower motor resistor and tape off opening. The nozzle can now be inserted through a pierced hole in the tape to deodorize the evaporator case. For some of the vehicles specified below, a drilling procedure is identified in the deodorizing instructions. This type of alternative procedure and others can be done by using the referenced templates in the chart. 4. Complete detailed installation instructions are supplied with the blower control package. Important: A. 1996 ONLY (Use blower resistor location for drilling procedure) B. 1994-1996 ONLY Refer to appropriate Service Manual for enabling afterblow feature through on-board diagnostics. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Technical Service Bulletins > Customer Interest for Blower Motor: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6004 For vehicles repaired under warranty, use as shown. Figure 1 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Technical Service Bulletins > Customer Interest for Blower Motor: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6005 Figure 2 Figure 3 Figure 4 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Technical Service Bulletins > Customer Interest for Blower Motor: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6006 Figure 5 Figure 6 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Technical Service Bulletins > Customer Interest for Blower Motor: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6007 Figure 7 Figure 8 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Technical Service Bulletins > Customer Interest for Blower Motor: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6008 Figure 9 Figure 10 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Technical Service Bulletins > Customer Interest for Blower Motor: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6009 Figure 11 Figure 12 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Technical Service Bulletins > Customer Interest for Blower Motor: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6010 Figure 13 Figure 14 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Technical Service Bulletins > Customer Interest for Blower Motor: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6011 Figure 15 Figure 16 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Technical Service Bulletins > Customer Interest for Blower Motor: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6012 Figure 17 Figure 18 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Technical Service Bulletins > Customer Interest for Blower Motor: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6013 Figure 19 Figure 20 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Technical Service Bulletins > Customer Interest for Blower Motor: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6014 Figure 21 Figure 22 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Technical Service Bulletins > Customer Interest for Blower Motor: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6015 Figure 23 Figure 24 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Technical Service Bulletins > Customer Interest for Blower Motor: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6016 Figure 25 Figure 26 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Technical Service Bulletins > Customer Interest for Blower Motor: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6017 Figure 27 Figure 28 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Blower Motor: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates Blower Motor: All Technical Service Bulletins A/C - Odor at Start up in Humid Climates File In Section: 1 - HVAC Bulletin No.: 53-12-12A Date: December, 1996 Subject: Air Conditioning Odor at Start Up in Humid Climates (Disinfect Evaporator Core, Install Delayed Blower Control Package) Models: 1993-96 Passenger Cars (Except GEO) 1993-96 Light Duty Models (Except Tracker) This bulletin is being revised to update the wiring diagrams, add the Corvette (with RPO C60) and delete medium/heavy duty trucks. Please discard Corporate Bulletin Number 53-12-12 (Section 1 HVAC). Condition Some owners may comment on odors emitted from the air conditioning system, primarily at start up in hot, humid climates. Cause This odor may be the result of microbial growth on the evaporator core. When the blower motor fan is turned on, the microbial growth may release an unpleasant musty odor into the passenger compartment. Correction To remove odors of this type, it is necessary to eliminate the microbial growth and prevent its recurrence. To accomplish this, these two procedures must be completed. ^ Deodorize the evaporator core using Deodorizing Aerosol Kit, P/N 12377951 (AC Delco 15-102). ^ Install the new A/C Delayed Blower Control Package, P/N 12370470, (AC Delco 15-8632). The blower control package will enable the blower to run at high speed for five (5) minutes. It will do so approximately fifty (50) minutes after the ignition has been turned off if the compressor had been engaged for four (4) or more minutes prior to shutting off engine. By doing so, the evaporator case and core are dried out, reducing the chances of a recurring A/C odor. Procedure 1. Visually inspect the air conditioning evaporator drain hose for obstructions or working condition. 2. Apply deodorizing aerosol as described in the instructions supplied with the kit. Once the deodorizer has been applied, some of the mixture may overflow from the drain hose. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Blower Motor: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6023 3. The chart identifies specific instructions for each vehicle. This chart will identify the proper deodorizing procedure, template and wiring diagram. Deodorizing the evaporator case can easily be done by removing the blower motor resistor and tape off opening. The nozzle can now be inserted through a pierced hole in the tape to deodorize the evaporator case. For some of the vehicles specified below, a drilling procedure is identified in the deodorizing instructions. This type of alternative procedure and others can be done by using the referenced templates in the chart. 4. Complete detailed installation instructions are supplied with the blower control package. Important: A. 1996 ONLY (Use blower resistor location for drilling procedure) B. 1994-1996 ONLY Refer to appropriate Service Manual for enabling afterblow feature through on-board diagnostics. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Blower Motor: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6024 For vehicles repaired under warranty, use as shown. Figure 1 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Blower Motor: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6025 Figure 2 Figure 3 Figure 4 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Blower Motor: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6026 Figure 5 Figure 6 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Blower Motor: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6027 Figure 7 Figure 8 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Blower Motor: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6028 Figure 9 Figure 10 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Blower Motor: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6029 Figure 11 Figure 12 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Blower Motor: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6030 Figure 13 Figure 14 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Blower Motor: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6031 Figure 15 Figure 16 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Blower Motor: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6032 Figure 17 Figure 18 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Blower Motor: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6033 Figure 19 Figure 20 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Blower Motor: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6034 Figure 21 Figure 22 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Blower Motor: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6035 Figure 23 Figure 24 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Blower Motor: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6036 Figure 25 Figure 26 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Blower Motor: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6037 Figure 27 Figure 28 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Technical Service Bulletins > Page 6038 RH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Diagrams > Diagram Information and Instructions Blower Motor: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 6041 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 6042 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 6043 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 6044 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 6045 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 6046 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 6047 Blower Motor: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 6048 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 6049 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 6050 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 6051 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 6052 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 6053 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 6054 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 6055 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 6056 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 6057 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 6058 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 6059 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 6060 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 6061 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 6062 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 6063 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 6064 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 6065 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 6066 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 6067 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 6068 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 6069 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 6070 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 6071 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 6072 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 6073 Blower Motor: Electrical Diagrams Heater Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 6074 HVAC: Blower Controls (C60, Manual) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Description and Operation > Heater Blower Motor: Description and Operation Heater The Blower Motor delivers air to the interior of the vehicle. Its speed is controlled by the Blower Switch and the Blower Resistor Assembly. When the Ignition Switch is in RUN, battery voltage is applied to the Mode Selector. With the Mode Selector in any position except OFF, voltage is then supplied to the Blower Switch. With the Blower Switch in LO, voltage is applied across all the Blower Resistors and the Blower Motor; the Blower Motor runs at its slowest speed. With the Blower Switch in M1, one of the Blower Resistors is bypassed; the Blower Motor runs faster. When Blower Switch is in M2, two of the Blower Resistors are bypassed; the Blower Motor runs faster. When the Blower Switch is set to HI, the Blower Resistors are totally bypassed and battery voltage is applied directly to the Blower Motor; the Blower Motor runs at its fastest speed. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Description and Operation > Heater > Page 6077 Blower Motor: Description and Operation Air Conditioning The Blower Motor's speed is controlled by the Blower Switch in the Heater-A/C and Rear Defogger Control Assembly. With the switch in the LO position, all of the Blower Resistors are in the circuit with the motor so that it runs slowly. In the M1 and M2 positions, the Blower Switch bypasses some of the resistors, increasing the motors speed. The Blower Motor is fed through the contacts of the Blower Motor Relay. When the Blower Switch is in the HI position, battery voltage is supplied through the ORN wire to the coil of the Blower Motor Relay. The relay is energized and its contact supplies battery voltage directly to the Blower Motor from Fusible Link B. When the Mode Selector is in the OFF position, no voltage is applied to the Blower Switch and Motor, so the blower does not run. In all other positions, the blower should operate as described. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview Blower Motor: Initial Inspection and Diagnostic Overview Troubleshooting Hints TRY THE FOLLOWING CHECKS BEFORE DOING THE SYSTEM CHECK 1. Check HTR-A/C Fuse by visual inspection. 2. Check Fusible Link B by visual inspection. 3. Check that ground G100 is clean and tight. 4. Check that the Blower Motor connectors and Blower Motor Relay are mated correctly and firmly seated. 5. If blower runs all of the time with Ignition Switch OFF, replace the Blower Motor Relay. 6. If blower runs all of the time with the Ignition Switch in RUN and the Mode Selector OFF replace the Mode Selector. 7. Replace the Mode Selector if the Blower Motor runs with the Ignition Switch in RUN and the Mode Selector in one but not all of the following modes: MAX, VENT, BI-LEV, HTR, BLEND and DEF. ^ Go to HVAC System Check on for a guide to normal operation. See: Testing and Inspection ^ Go to System Diagnosis for diagnostic tests. See: Air Conditioning/System Diagnosis ^ Refer to Heater-A/C and Windows and Glass for Rear Defogger Control Assembly access information. See: Windows and Glass/Heated Glass Element System Diagnosis ^ Refer to Symptom Table for listed symptoms and refer Diagnostic Tests for Diagnostic procedures. See: Symptom Related Diagnostic Procedures/Air Conditioning See: Component Tests and General Diagnostics/Air Conditioning ^ If your symptom does not appear in the Symptom Table, perform all of the tests. Circuit Operation The Blower Motor's speed is controlled by the Blower Switch in the Heater-A/C and Rear Defogger Control Assembly. With the switch in the LO position, all of the Blower Resistors are in the circuit with the motor so that it runs slowly. In the M1 and M2 positions, the Blower Switch bypasses some of the resistors, increasing the motors speed. The Blower Motor is fed through the contacts of the Blower Motor Relay. When the Blower Switch is in the HI position, battery voltage is supplied through the ORN wire to the coil of the Blower Motor Relay. The relay is energized and its contact supplies battery voltage directly to the Blower Motor from Fusible Link B. When the Mode Selector is in the OFF position, no voltage is applied to the Blower Switch and Motor, so the blower does not run. In all other positions, the blower should operate as described. Circuit Operation The Blower Motor delivers air to the interior of the vehicle. Its speed is controlled by the Blower Switch and the Blower Resistor Assembly. When the Ignition Switch is in RUN, battery voltage is applied to the Mode Selector. With the Mode Selector in any position except OFF, voltage is then supplied to the Blower Switch. With the Blower Switch in LO, voltage is applied across all the Blower Resistors and the Blower Motor; the Blower Motor runs at its slowest speed. With the Blower Switch in M1, one of the Blower Resistors is bypassed; the Blower Motor runs faster. When Blower Switch is in M2, two of the Blower Resistors are bypassed; the Blower Motor runs faster. When the Blower Switch is set to HI, the Blower Resistors are totally bypassed and battery voltage is applied directly to the Blower Motor; the Blower Motor runs at its fastest speed. System Check Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 6080 System Check Table ^ Use the System Check Table as a guide to normal operation. ^ Refer to System Diagnosis for a list of symptoms and diagnostic steps. See: Heater/System Diagnosis ^ Refer to System Diagnosis when a result is not normal. See: Heater/System Diagnosis System Diagnosis Refer to Symptom Table for listed symptoms and refer Diagnostic Tests for Diagnostic procedures. See: Symptom Related Diagnostic Procedures/Heater See: Component Tests and General Diagnostics/Heater Troubleshooting Hints TRY THE FOLLOWING CHECKS BEFORE DOING THE SYSTEM CHECK 1. If the Blower Motor does not operate, check HTR-A/C Fuse by visual inspection. 2. If the Blower Motor does not operate, check that ground G100 is clean and tight. 3. If the Blower Motor operates with the Mode Selector in OFF, replace the Mode Selector. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 6081 Blower Motor: Symptom Related Diagnostic Procedures Symptom Table Heater Symptom Table If your symptom does not appear in the Symptom Table, perform all of the tests. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 6082 Blower Motor: Component Tests and General Diagnostics Test A: Blower Motor Test Test B: Blower Motor Relay Test (Table 1) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 6083 Test B: Blower Motor Relay Test (Table 2) Test C: Blower Resistor Assembly Test Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 6084 Test D: Blower Switch Test (Table 1) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 6085 Test D: Blower Switch Test (Table 2) Test E: Mode Selector Test Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 6086 Test A: Blower Switch Test Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 6087 Test B: Blower Resistor Test Test C: Blower Motor Test Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor > Component Information > Testing and Inspection > Page 6088 Blower Motor: Service and Repair 1. Disconnect battery ground cable. 2. Disconnect blower motor electrical connections. 3. Remove tower to tower brace assembly. 4. Remove blower motor retaining screws and blower motor. 5. Reverse procedure to install. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor Relay > Component Information > Locations > Component Locations RH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor Relay > Component Information > Locations > Component Locations > Page 6093 RH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor Relay > Component Information > Locations > Page 6094 Harness Connector Faces: High Blower Relay Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor Resistor > Component Information > Locations > Component Locations Center Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor Resistor > Component Information > Locations > Component Locations > Page 6099 Center Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor Resistor > Component Information > Locations > Page 6100 Harness Connector Faces: Blower Resistor Assembly Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Blower Motor Switch > Component Information > Locations A-Center Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch > Component Information > Locations > Component Locations Front Of Engine Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch > Component Information > Locations > Component Locations > Page 6109 RH Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch Bearing > Component Information > Locations Compressor Components - Disassembled View Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch Bearing > Component Information > Service and Repair > Conventional Mounted Compressor Clutch Bearing: Service and Repair Conventional Mounted Remove Removing Pulley Rotor & Bearing Assembly Retaining Ring Installing Pulley Rotor/Bearing Puller Guide Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch Bearing > Component Information > Service and Repair > Conventional Mounted > Page 6115 Removing Pulley Rotor And Bearing Assembly Pulley Rotor And Bearing Removal Remove or Disconnect 1. Remove the clutch plate and hub assembly as described previously. 2. Remove rotor and bearing assembly retaining ring, using snap ring pliers J 6083. 3. Install pulley rotor and bearing puller guide J 33023-A to the front head and install J 33020 pulley rotor and bearing puller down into the inner circle of slots in the rotor. Turn the J 33020 puller clockwise in the slots to engage the puller tangs with the segments between the slots in the rotor. 4. Hold the J 33020 puller in place and tighten the puller screw against the puller guide to remove the pulley rotor and bearing assembly. 5. To prevent damage to the pulley rotor during bearing removal the rotor hub must be properly supported. Remove the forcing screw from J 33020 puller and, with the puller tangs still engaged in the rotor slots, invert the assembly onto a solid flat surface or blocks as shown in the illustration. 6. Drive the bearing out of the rotor hub with rotor bearing remover J 9398-A and J 29886 universal handle. NOTICE: It is not necessary to remove the staking in front of the bearing to remove the bearing, however, it will be necessary to file away the old stake metal for proper clearance for the new bearing to be installed into the rotor bore or the bearing may be damaged Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch Bearing > Component Information > Service and Repair > Conventional Mounted > Page 6116 Replace Installing Pulley Rotor Bearing Staking Bearing In Rotor Hub Bore Bearing Staked In Place Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch Bearing > Component Information > Service and Repair > Conventional Mounted > Page 6117 Installing Pulley Rotor And Bearing Assembly Removing Pulley Rotor & Bearing Assembly Retaining Ring Install or Connect 1. Place the pulley rotor on the J 21352-A support block to fully support the rotor hub during bearing installation. NOTICE: Do Not support the rotor by resting the pulley rim on a flat surface during the bearing installation or the rotor face will be bent. 2. Align the new bearing squarely with the hub bore and using puller and bearing installer J 9481-A with universal handle J 29886, drive the bearing fully into the hub. The installer will apply force to the outer race of the bearing if used as shown. 3. Place bearing staking guide J 33019-1 and bearing staking pin J 33019 in the hub bore as shown in the illustration. Shift the rotor and bearing assembly on the J 21352-A support block to give full support of the hub under the staking pin location. A heavy-duty rubber band may be used to hold the stake pin in the guide, and the stake pin should be properly positioned in the guide after each impact on the pin. 4. Using care to prevent personal injury, strike the staking pin with a hammer until a metal stake, similar to the original, is formed down to but not touching the bearing. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch Bearing > Component Information > Service and Repair > Conventional Mounted > Page 6118 The stake metal should not contact the outer face of the bearing to prevent the possibility of distorting the outer race. Stake three (3) places 120° apart as shown in the illustration. 5. With the compressor mounted to the J 34992 holding fixture, position the rotor and bearing assembly on the front head. 6. Position the J 33017 pulley rotor and bearing installer and J 33023-A puller pilot directly over the inner race of the bearing. 7. Position puller crossbar J 8433-1 on the puller pilot J 33023-A and assemble the two J 34992-2 through bolts and washers through the puller bar slots and thread them into the J 34992 holding fixture. The thread of the through bolts should engage the full thickness of the holding fixture. 8. Tighten the center screw in the J 8433-1 puller crossbar to force the pulley rotor and bearing assembly onto the compressor front head. Should the J 33017 pulley rotor and bearing installer slip off direct in-line contact with the inner face of the bearing, loosen the J 8433-3 center forcing screw and realign the installer and pilot so that the J 33017 installer will properly clear the front head. 9. Install rotor and bearing assembly retainer ring, using snap ring pliers J 6083. 10. Reinstall clutch plate and hub assembly as described previously. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch Bearing > Component Information > Service and Repair > Conventional Mounted > Page 6119 Compressor Clutch Bearing: Service and Repair Direct Mounted Remove Removing Pulley Rotor & Bearing Assembly Retaining Ring Installing Pulley Rotor/Bearing Puller Guide Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch Bearing > Component Information > Service and Repair > Conventional Mounted > Page 6120 Removing Pulley Rotor And Bearing Assembly Pulley Rotor And Bearing Removal Remove or Disconnect 1. Remove the clutch plate and hub assembly as described previously. 2. Remove rotor and bearing assembly retaining ring, using snap ring pliers J 6083. 3. Install pulley rotor and bearing puller guide J 33023-A to the front head and install J 33020 pulley rotor and bearing puller down into the inner circle of slots in the rotor. Turn the J 33020 puller clockwise in the slots to engage the puller tangs with the segments between the slots in the rotor. 4. Hold the J 33020 puller in place and tighten the puller screw against the puller guide to remove the pulley rotor and bearing assembly. 5. To prevent damage to the pulley rotor during bearing removal the rotor hub must be properly supported. Remove the forcing screw from J 33020 puller and, with the puller tangs still engaged in the rotor slots, invert the assembly onto a solid flat surface or blocks as shown in the illustration. 6. Drive the bearing out of the rotor hub with rotor bearing remover J 9398-A and J 29886 universal handle. NOTICE: It is not necessary to remove the staking in front of the bearing to remove the bearing. however, it will be necessary to file away the old Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch Bearing > Component Information > Service and Repair > Conventional Mounted > Page 6121 stake metal for proper clearance for the new bearing to be installed into the rotor bore or the bearing may be damaged. Replace Installing Pulley Rotor Bearing Staking Bearing In Rotor Hub Bore Bearing Staked In Place Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch Bearing > Component Information > Service and Repair > Conventional Mounted > Page 6122 Installing Pulley Rotor And Bearing Assembly Removing Pulley Rotor & Bearing Assembly Retaining Ring Install or Connect 1. Place the pulley rotor on the J 21352-A support block to fully support the rotor hub during bearing installation. NOTICE: Do Not support the rotor by resting the pulley rim on a flat surface during the bearing installation or the rotor face will be bent. 2. Align the new bearing squarely with the hub bore and using puller and bearing installer J 9481-A with universal handle J 29886, drive the bearing fully into the hub. The installer will apply force to the outer race of the bearing if used as shown. 3. Place bearing staking guide J 33019-1 and bearing staking pin J 33019 in the hub bore as shown in the illustration. Shift the rotor and bearing assembly on the J 21352-A support block to give full support of the hub under the staking pin location. A heavy-duty rubber band may be used to hold the stake pin in the guide, and the stake pin should be properly positioned in the guide after each impact on the pin. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch Bearing > Component Information > Service and Repair > Conventional Mounted > Page 6123 4. Using care to prevent personal injury. strike the staking pin with a hammer until a metal stake, similar to the original, is formed down to but not touching the bearing. The stake metal should not contact the outer face of the bearing to prevent the possibility of distorting the outer race. Stake three (3) places 120° apart as shown in the illustration. 5. With the compressor mounted to the J 34992 holding fixture, position the rotor and bearing assembly on the front head. 6. Position the J 33017 pulley rotor and bearing installer and J 33023-A puller pilot directly over the inner race of the bearing. 7. Position puller crossbar J 8433-1 on the puller pilot J 33023-A and assemble the two through bolts and washers through the puller bar slots and thread them into the J 33025 puller leg. The thread of the through bolts should engage the full thickness of the puller legs. The two puller legs require two different bolt lengths. 8. Tighten the center screw in the J 8433-1 puller crossbar to force the pulley rotor and bearing assembly onto the compressor front head. Should the J 33017 pulley rotor and bearing installer slip off direct in-line contact with the inner face of the bearing, loosen the J 8433-3 center forcing screw and realign the installer and pilot so that the J 33017 installer will properly clear the front head. 9. Install rotor and bearing assembly retainer ring, using snap ring pliers J 6083. 10. Reinstall clutch plate and hub assembly as described previously. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch Coil > Component Information > Locations Front Of VIN M Engine (Others Similar) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch Coil > Component Information > Service and Repair > Conventional Mounted Compressor Clutch Coil: Service and Repair Conventional Mounted Clutch Coil Assembly Removal Installing Clutch Coil Assembly Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch Coil > Component Information > Service and Repair > Conventional Mounted > Page 6129 Staking Clutch Coil To Front Head Details Of Stakes In Front Head For Clutch Coil Remove or Disconnect 1. Perform Steps 1 through 4 of "Clutch Rotor and/or Bearings" removal procedure. Mark clutch coil terminal location on compressor front head. 2. Install J 33023-A puller pilot on front head of compressor. Also install J 8433-1 puller crossbar with J 33025 puller legs as shown in the illustration. 3. Tighten J 8433-3 forcing screw against the puller pilot to remove the clutch coil. Install or Connect 1. Place the clutch coil assembly on the front head with the terminals positioned at the "marked" location. 2. Place the J 33024 clutch coil installer over the internal opening of the clutch coil housing and align installer with the compressor front head. 3. Center the J 8433-1 puller crossbar in the countersunk center hole of the J 33024 clutch coil installer. Install the J34992-2 through bolts and washers through the crossbar slots and thread them, into the holding fixture J 34992 to full fixture thickness. 4. Turn the center forcing screw of the J 8433-1 puller crossbar to force the clutch coil onto the front head. Be sure clutch coil and J 33024 installer stay "in-line" during installation. 5. When coil is fully seated on the front head, use a 1/8" diameter drift punch and stake the front head at three (3) places 120° apart, to ensure clutch coil remaining in position. ^ Stake size should be only one half the area of the punch tip and only approximately 0.28-035mm (0.010-0.015") deep. 6. Install rotor and bearing assembly and the clutch plate and hub assembly according as described previously. 7. Install shaft nut. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch Coil > Component Information > Service and Repair > Conventional Mounted > Page 6130 Compressor Clutch Coil: Service and Repair Direct Mounted Clutch Coil Assembly Removal Remove or Disconnect 1. Perform Steps 1 through 4 of Clutch Rotor and/or Bearings" removal procedure. Mark clutch coil terminal location on compressor front head. 2. Install J 33023-A puller pilot on front head of compressor. Also install J 8433-1 puller crossbar with J 33025 puller legs as shown in the illustration. 3. Tighten J 8433-3 forcing screw against the puller pilot to remove the clutch coil. Installing Clutch Coil Assembly Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch Coil > Component Information > Service and Repair > Conventional Mounted > Page 6131 Staking Clutch Coil To Front Head Details Of Stakes In Front Head For Clutch Coil Install or Connect 1. Place the clutch coil assembly on the front head with the terminals positioned at the "marked" location. 2. Place the J 33024 clutch coil installer over the internal opening of the clutch coil housing and align installer with the compressor front head. 3. Center the J 8433-1 puller crossbar in the countersunk center hole of the J 33024 clutch coil installer. Install the J 34992-2 through bolts and washers through the crossbar slots and thread them, into the holding fixture J 34992 to full fixture thickness. 4. Turn the center forcing screw of the J 8433-1 puller crossbar to force the clutch coil onto the front head. Be sure clutch coil and J 33024 installer stay "in-line" during installation. 5. When coil is fully seated on the front head, use a 1/8" diameter drift punch and stake the front head at three (3) places 120° apart, to ensure clutch coil remaining in position. ^ Stake size should be only one half the area of the punch tip and only approximately 0.280-0.35mm (0.010-0.015") deep. 6. Install rotor and bearing assembly and the clutch plate and hub assembly according as described previously. 7. Install shaft nut. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch Hub > Component Information > Specifications > Clutch Plate Air Gap Compressor Clutch Hub: Specifications Clutch Plate Air Gap Between clutch plate and rotor ................................................................................................................................................ 0.40-0.50mm (0.015-0.020") Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch Hub > Component Information > Specifications > Clutch Plate Air Gap > Page 6136 Compressor Clutch Hub: Specifications Shaft Nut Shaft nut .............................................................................................................................................. .................................................. 16.5 N.m (12 lbs.ft.) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch Hub > Component Information > Specifications > Page 6137 Compressor Components - Disassembled View Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch Hub > Component Information > Service and Repair > Conventional Mounted Compressor Clutch Hub: Service and Repair Conventional Mounted Removing Shaft Nut Clutch Plate And Hub Assembly Removal Remove or Disconnect 1. Clamp the holding fixture J 34992 in a vise and attach compressor to holding fixture with thumb screws J 34992-1. 2. Keep the clutch hub and drive plate assembly from turning by using the clutch hub holding tool J 33027-A. Remove the shaft nut using shaft nut socket J 33022. 3. Thread the Clutch Plate and Hub Assembly Remover J 33013-B into the hub. Hold the body of the remover with a wrench and turn the center screw into the remover body to remove the clutch plate and hub assembly. 4. Remove the shaft key and retain for reassembly. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch Hub > Component Information > Service and Repair > Conventional Mounted > Page 6140 Shaft Key, Clutch Plate/Hub Installation Installing Clutch Plate & Hub Assembly Install or Connect 1. Install the shaft key into the hub key groove. Allow the key to project approximately 3.2 mm (1/8") out of the keyway. The shaft key is curved slightly to provide an interference fit in the hub key groove. 2. Be sure the frictional surface of the clutch plate and the clutch rotor are clean before installing the clutch plate and hub assembly. 3. Align the shaft key with the shaft keyway and place the clutch plate and the hub assembly onto the compressor shaft. NOTICE: Do not drive or pound on the clutch hub or shaft. Internal damage to compressor may result. 4. Remove the J 33013-B remover-installer center screw and reverse the body direction on the center screw as shown in the illustration. 5. Install the clutch plate and hub installer J 33013-B with bearing as shown in the illustration. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch Hub > Component Information > Service and Repair > Conventional Mounted > Page 6141 The body of the J 33013-B installer should be backed off sufficiently to allow the center screw to be threaded onto the end of the compressor shaft. 6. Hold the center screw with a wrench. Tighten the hex portion of the installer J 33013-B body to press the hub onto the shaft. Tighten the body several turns, remove the installer and check to see that the shaft key is still in place in the keyway before installing the clutch plate and hub assembly to its final position. The air gap between frictional surfaces of the clutch plate and clutch rotor should be 0.40-0.50mm (0.015-0.020"). ^ If the center screw is threaded fully onto the end of the compressor shaft, or if the body of the installer is held and the center screw is rotated, the key will assume the position as shown in the illustration and will break the clutch hub. 7. Remove installer J 33013-B, check for proper positioning of the shaft key (even or slightly above the clutch hub). Install the shaft nut. Hold the clutch plate and hub assembly with clutch hub holding tool J 33027-A and using shaft nut socket J 33022, tighten the nut against the crankshaft shoulder to 16.5 N.m (12 lbs.ft.) torque, using a torque wrench. 8. Spin the pulley rotor by hand to see that the rotor is not rubbing the clutch drive plate. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch Hub > Component Information > Service and Repair > Conventional Mounted > Page 6142 Compressor Clutch Hub: Service and Repair Direct Mounted Removing Shaft Nut Clutch Plate And Hub Assembly Removal Remove or Disconnect 1. Clamp the holding fixture J 41790 in a vise and attach compressor to holding fixture with nuts and bolts (2). 2. Keep the clutch hub and drive plate assembly from turning by using the clutch hub holding tool J 33027-A. Remove the shaft nut using shaft nut socket J 33022. 3. Thread the Clutch Plate and Hub Assembly Remover J 33013-B into the hub. Hold the body of the remover with a wrench and turn the center screw into the remover body to remove the clutch plate and hub assembly. 4. Remove the shaft key and retain for reassembly. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch Hub > Component Information > Service and Repair > Conventional Mounted > Page 6143 Shaft Key, Clutch Plate/Hub Installation Installing Clutch Plate & Hub Assembly Install or Connect 1. Install the shaft key into the hub key groove. Allow the key to project approximately 3.2 mm (1/8") out of the keyway. The shaft key is curved slightly to provide an interference fit in the hub key groove. 2. Be sure the frictional surface of the clutch plate and the clutch rotor are clean before installing the clutch plate and hub assembly. 3. Align the shaft key with the shaft keyway and place the clutch plate and the hub assembly onto the compressor shaft. NOTICE: Do not drive or pound on the clutch hub or shaft. Internal damage to compressor may result. 4. Remove the J 33013-B remover-installer center screw and reverse the body direction on the center screw as shown in the illustration. 5. Install the clutch plate and hub installer J 33013-B with bearing as shown in the illustration. The body of the J 33013-B installer should be backed off sufficiently to allow the center screw to be threaded onto the end of the compressor shaft. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Clutch Hub > Component Information > Service and Repair > Conventional Mounted > Page 6144 6. Hold the center screw with a wrench. Tighten the hex portion of the installer J 33013-B body to press the hub onto the shaft. Tighten the body several turns, remove the installer and check to see that the shaft key is still in place in the keyway before installing the clutch plate and hub assembly to its final position. The air gap between frictional surfaces of the clutch plate and clutch rotor should be 0.40-0.50mm (0.015-0.020"). ^ If the center screw is threaded fully onto the end of the compressor shaft, or if the body of the installer is held and the center screw is rotated, the key will assume the position as shown in the illustration and will break the clutch hub. 7. Remove installer J 33013-B, check for proper positioning of the shaft key (even or slightly above the clutch hub). Install the shaft nut. Hold the clutch plate and hub assembly with clutch hub holding tool J 33027-A and using shaft nut socket J 33022, tighten the nut against the crankshaft shoulder to 16.5 N.m (12 lbs.ft.) torque, using a torque wrench. 8. Spin the pulley rotor by hand to see that the rotor Is not rubbing the clutch drive plate. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Control Valve Assembly > Component Information > Locations V-5 Compressor Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Control Valve Assembly > Component Information > Service and Repair > Conventional Mounted Compressor Control Valve Assembly: Service and Repair Conventional Mounted Remove or Disconnect 1. Recover refrigerant using J 39500-GM. 2. Remove control valve retaining ring using J 5403 internal snap ring pliers. 3. Remove control valve assembly. Install or Connect 1. When reassembling control valve, coat O-rings with 525 viscosity refrigeration oil and push in place with thumb pressure. 2. Using J 5403 snap ring pliers, install valve retaining ring with high point of curved sides against valve housing. Be sure retaining ring is properly seated in ring groove. 3. Evacuate and recharge the system. 4. Leak test referring to "Compressor Leak Testing". Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Control Valve Assembly > Component Information > Service and Repair > Conventional Mounted > Page 6150 Compressor Control Valve Assembly: Service and Repair Direct Mounted Remove or Disconnect 1. Recover refrigerant using J 39500-GM. 2. Remove control valve retaining ring using J 5403 internal snap ring pliers. 3. Remove control valve assembly. Install or Connect 1. When reassembling control valve, coat O-rings with 525 viscosity refrigeration oil and push in place with thumb pressure. 2. Using J 5403 snap ring pliers install valve retaining ring with high point of curved sides against valve housing. Be sure retaining ring is properly seated in ring groove. 3. Evacuate and recharge the system. 4. Leak test referring to "Compressor Leak Testing". Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Shaft Seal > Component Information > Technical Service Bulletins > A/C Compressor Seal Washer - Reference Chart Compressor Shaft Seal: Technical Service Bulletins A/C Compressor Seal Washer - Reference Chart File In Section: 1 - HVAC Bulletin No.: 63-12-15 Date: November, 1996 INFORMATION Subject: Reference Chart for A/C Compressor Seal Washers Models: 1997 and Prior Passenger Cars (Except Corvette and GEO) 1997 and Prior Light Duty Trucks (Except Tracker) GMSPO A/C compressors include a seal washer kit. These kits contain various color edge painted washer seals and inserts in which only two (2) washers and possibly one (1) insert are used. It has come to our attention that some packaging discrepancies were found and some of the seals cannot be properly identified for installation. These seals are very close in size and some of the seals were inadvertently edge painted the wrong color or not painted. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Shaft Seal > Component Information > Technical Service Bulletins > A/C Compressor Seal Washer - Reference Chart > Page 6155 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Shaft Seal > Component Information > Technical Service Bulletins > A/C Compressor Seal Washer - Reference Chart > Page 6156 The chart shown will help to properly identify the seals. Use the chart by placing the seal over the pictured seal to identity inside and outside diameters and thickness. Because these seals are very similar in size, specifications are also listed in the chart. Important: If seals are damaged upon installation, obtain new seal kit. Seals will be available separately at a later date. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Shaft Seal > Component Information > Technical Service Bulletins > Page 6157 Compressor Components - Disassembled View Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Shaft Seal > Component Information > Service and Repair > Conventional Mounted Compressor Shaft Seal: Service and Repair Conventional Mounted Seal Leak Detection A shaft seal should not be changed because of small amounts of oil found on an adjacent surface. The seal is designed to leak some oil for lubrication purposes. A shaft seal should be changed only when a large amount of sprayed oil is found, and only after actual refrigerant leakage is found by using an approved leak detector, J 39400 or equivalent. Installing Shaft Seal O-Ring Removing Shaft Seal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Shaft Seal > Component Information > Service and Repair > Conventional Mounted > Page 6160 Removing Shaft Seal O-Ring Remove or Disconnect 1. Recover refrigerant using J 39500-GM. 2. Loosen and reposition compressor in mounting brackets. 3. Remove clutch plate and hub assembly from compressor as described in minor repairs. 4. Remove the shaft seal retainer ring, using snap ring pliers J 5403. 5. Thoroughly clean inside of compressor neck area surrounding the shaft. tile exposed portion of the seal. the shaft itself and O-ring groove. Any dirt or foreign material getting into compressor may cause damage. 6. Fully engage the knurled tangs of seal remover-installer J2312-A into the recessed portion of the seal by turning the handle clockwise. Remove the seal from the compressor with a rotary-pulling motion. Discard the seal. The handle should be hand-tightened securely. Do not use a wrench or pliers. 7. Remove and discard the seal O-ring from the compressor neck using O-ring remover J 9553-01. 8. Recheck the shaft and inside of the compressor neck for dirt or foreign material and be sure these areas are perfectly clean before installing new parts. Compressor Shaft Seal Clean 1. Thoroughly clean seal O-ring groove in front head. NOTICE: Seals should not be re-used. Always use a new specification service seal kit. Be sure that the seal to be installed is not scratched or damaged in any way. Make sure that the seal is free of lint and dirt that could damage the seal surface or prevent sealing. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Shaft Seal > Component Information > Service and Repair > Conventional Mounted > Page 6161 Installing Shaft Seal O-Ring Lip Seal Installed On Seal Protector Installing Shaft Seal O-Ring Install or Connect 1. Dip the new seal O-ring in clean 525 viscosity refrigerant oil and assemble onto O-ring installer J 33011. "New." Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Shaft Seal > Component Information > Service and Repair > Conventional Mounted > Page 6162 2. Insert the O-ring installer J 33011 into the compressor neck until the installer "bottoms." Lower the moveable slide of the O-ring installer to release the O-ring into the seal O-ring lower groove. (The compressor neck top groove is for the shaft seal retainer ring.) Rotate the installer to seat the O-ring and remove the installer. 3. Dip the new seal in clean 525 viscosity refrigerant oil and assemble seal to Seal Installer J 23128-A, by turning handle clockwise. The stamped steel case side of the lip seal must be engaged with knurled tangs of installer so that flared-out side of lip seal is facing and installed towards the compressor. Install shaft seal protector J 34614 on the lip seal. Place the seal protector J 34614 over end of compressor shaft, and slide the new seal onto the shaft with a rotary motion until it stops. Take care not to dislodge the O-ring. Be sure the seal makes good contact with the O-ring. Disengage the installer from the seal and remove the installer J 23128-A and the shaft seal protector J 34614. NOTICE: Handling and care of seal protector is important. If seal protector is nicked or the bottom flared. the new seal may be damaged during installation. 4. Install the new seal retainer ring with its flat side against the seal, using snap-ring pliers J 5403. Use the sleeve from O-ring installer J 33011 to press in on the seal retainer ring so that it snaps into its groove. 5. To leak test. install compressor leak test fixture J 39893 on rear head of compressor and connect gage charging lines using J 39500-GM Refrigerant Recovery System or equivalent. Pressurize suction and high-side of compressor with R134a Refrigerant. Temporarily install the shaft nut and, with the compressor in horizontal position. rotate the compressor shaft in normal direction of rotation several turns by hand. Leak test the seal area and correct any leak found. Recover refrigerant. Remove shaft nut. 6. Remove any excess oil resulting from installing the new seal parts from the shaft and inside the compressor neck. 7. Install the clutch plate and hub assembly as described in minor repair procedures. 8. Reinstall the compressor, belt and tighten bracket. 9. Evacuate and charge the refrigerant system using J 39500-GM. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Shaft Seal > Component Information > Service and Repair > Conventional Mounted > Page 6163 Compressor Shaft Seal: Service and Repair Direct Mounted Seal Leak Detection A shaft seal should not be changed because of small amounts of oil found on an adjacent surface. The seal is designed to leak some oil for lubrication purposes. A shaft seal should be changed only when a large amount of sprayed oil is found, and only after actual refrigerant leakage is found by using an approved leak detector. J 39400 or equivalent. Removing Or Installing Shaft Seal Retaining Ring Removing Shaft Seal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Shaft Seal > Component Information > Service and Repair > Conventional Mounted > Page 6164 Removing Shaft Seal O-Ring Remove or Disconnect 1. Recover refrigerant using J 39500-GM. 2. Loosen and reposition compressor in mounting brackets. 3. Remove clutch plate and hub assembly from compressor as described in minor repairs. 4. Remove the shaft seal retainer ring, using snap ring pliers J 5403. 5. Thoroughly clean inside of compressor neck area surrounding the shaft. the exposed portion of the seal, the shaft itself and O-ring groove. Any dirt or foreign material getting into compressor may cause damage. 6. Fully engage the knurled tangs of seal remover-installer J 23128-A into the recessed portion of the seal by turning the handle clockwise. Remove the seal from the compressor with a rotary-pulling motion. Discard the seal. The handle should be hand-tightened securely. Do not use a wrench or pliers. 7. Remove and discard the seal O-ring from the compressor neck using O-ring remover J 9553-01. 8. Recheck the shaft and inside of the compressor neck for dirt or foreign material and be sure these areas are perfectly clean before installing new parts. Compressor Shaft Seal Clean 1. Thoroughly clean seal O-ring groove in front head. NOTICE: Seals should not be re-used. Always use a new specification service seal kit. Be sure that the seal to be installed is not scratched or damaged in any way. Make sure that the seal is free of lint and dirt that could damage the seal surface or prevent sealing. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Shaft Seal > Component Information > Service and Repair > Conventional Mounted > Page 6165 Installing Shaft Seal Lip Seal Installed On Seal Protector Removing Or Installing Shaft Seal Retaining Ring Install or Connect 1. Dip the new seal O-ring in clean 525 viscosity refrigerant oil and assemble onto O-ring installer 33011. "New." 2. Insert the O-ring installer J 33011 into the compressor neck until the installer "bottoms." Lower the moveable slide of the O-ring installer to Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor HVAC > Compressor Shaft Seal > Component Information > Service and Repair > Conventional Mounted > Page 6166 release the O-ring into the seal O-ring lower groove. (The compressor neck top groove is for the shaft seal retainer ring.) Rotate the installer to seat the O-ring and remove the installer. 3. Dip the new seal in clean 525 viscosity refrigerant oil and assemble seal to Seal Installer J 23128-A, by turning handle clockwise. The stamped steel case side of the lip seal must be engaged with knurled tangs of installer so that flared-out side of lip seal is facing and installed towards the compressor. In stall shaft seal protector J 34614 on the lip seal. Place the seal protector J 34614 over end of compressor shaft, and slide the new seal onto the shaft with a rotary motion until it stops. Take care not to dislodge the O-ring. Be sure the seal makes good contact with the O-ring. Disengage the installer from the seal and remove the installer J 23128-A and the shaft seal protector J 34614. NOTICE: Handling and care of seal protector is important. If seal protector is nicked or the bottom flared, the new seal may be damaged during installation. 4. Install the new seal retainer ring with its flat side against the seal, using snap-ring pliers J 5403. Use the sleeve from O-ring installer J 33011 to press In on the seal retainer ring so that it snaps into its groove. 5. To leak test, install compressor leak test fixture J 39893 on rear head of compressor and connect gage charging lines using J 39500-GM Refrigerant Recovery System or equivalent. Pressurize suction and high-side of compressor with R-134a Refrigerant. Temporarily install the shaft nut and, with the compressor in horizontal position. rotate the compressor shaft in normal direction of rotation several turns by hand. Leak test the seal area and correct any leak found. Recover refrigerant. Remove shaft nut. 6. Remove any excess oil resulting from installing the new seal parts from the shaft and inside the compressor neck. 7. Install the clutch plate and hub assembly as described in minor repair procedures. 8. Reinstall the compressor, belt and tighten bracket. 9. Evacuate and charge the refrigerant system using J 39500-GM. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor Clutch Relay > Component Information > Locations > Component Locations RH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor Clutch Relay > Component Information > Locations > Component Locations > Page 6171 RH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Compressor Clutch Relay > Component Information > Locations > Page 6172 Harness Connector Faces: A/C Compressor Control Relay Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Control Assembly, HVAC > Component Information > Locations > Component Locations Control Assembly: Component Locations Center Of I/P Console Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Control Assembly, HVAC > Component Information > Locations > Component Locations > Page 6177 Control Assembly: Connector Locations A-Center Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Control Assembly, HVAC > Component Information > Locations > Component Locations > Page 6178 A-Center Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > Customer Interest for Evaporator Core: > 99-01-39-004C > Jun > 09 > A/C - Musty Odors Emitted From (HVAC) System Evaporator Core: Customer Interest A/C - Musty Odors Emitted From (HVAC) System TECHNICAL Bulletin No.: 99-01-39-004C Date: June 12, 2009 Subject: Air Conditioning Odor (Install Evaporator Core Dryer Kit and Apply Cooling Coil Coating) Models: 1993-2010 GM Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 All Equipped with Air Conditioning Supercede: This bulletin is being revised to add the 2009 and 2010 model years. Please discard Corporate Bulletin Number 99-01-39-004B (Section 01 - HVAC). Condition Some customers may comment about musty odors emitted from the Heating, Ventilation and Air Conditioning (HVAC) system at vehicle start-up in hot, humid conditions. Cause This condition may be caused by condensate build-up on the evaporator core, which does not evaporate by itself in high humidity conditions. The odor may be the result of microbial growth on the evaporator core. When the blower motor fan is turned on, the microbial growth may release an unpleasant musty odor into the passenger compartment. There are several other possible sources of a musty odor in a vehicle. A common source is a water leak into the interior of the vehicle or foreign material in the HVAC air distribution system. Follow the procedures in SI for identifying and correcting water leaks and air inlet inspection. The procedure contained in this bulletin is only applicable if the odor source has been determined to be microbial growth on the evaporator core inside the HVAC module. Correction Many vehicles currently incorporate an afterblow function within the HVAC control module software. The afterblow feature, when enabled, employs the HVAC blower fan to dry the evaporator after vehicle shut down and this function will inhibit microbial growth. Technicians are to confirm that the customer concern is evaporator core odor and that the vehicle has the imbedded afterblow feature, as defined in the SI document for that specific vehicle model, model year and specific HVAC option. Refer to SI for enabling the afterblow function. Vehicles being delivered in areas prone to high humidity conditions may benefit from having the afterblow enabled calibration installed prior to any customer comment. Important If the vehicle is not factory equipped with the imbedded afterblow enable feature, it may be added with the Electronic Evaporator Dryer Module Kit (P/N 12497910 or AC Delco 15-5876). Important When installing the Electronic Evaporator Dryer Module, you MUST use the included electrical splice connectors to ensure a proper splice. Complete detailed installation instructions and self testing procedures are supplied with the kit. If necessary, the Electronic Evaporator Dryer Module may be installed underhood if it is protected from extreme heat and water splash areas. To immediately remove the evaporator core odor on all suspect vehicles, it is necessary to eliminate the microbial growth and prevent its re-occurrence. To accomplish this, perform the following procedure: Vehicle and Applicator Tool Preparation 1. The evaporator core must be dry. This may be accomplished by disabling the compressor and running the blower fan on the recirc heat setting for an extended period of time. Note Compressor engagement will cause the evaporator core to remain wet and will prevent full adherence of the Coiling Coil Coating to the evaporator core surfaces. 2. Verify that the air conditioning drain hose is not clogged and place a drain pan beneath the vehicle. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > Customer Interest for Evaporator Core: > 99-01-39-004C > Jun > 09 > A/C - Musty Odors Emitted From (HVAC) System > Page 6187 3. Place a protective cover over the carpet below the evaporator core. 4. Remove the cabin air filter, if equipped, and cover the opening prior to applying the Cooling Coil Coating, as the product may clog the filter. If the cabin air filter appears to have little or no remaining life, suggest a replacement to your customer. 5. If the HVAC module has a blower motor cooling tube, be careful NOT TO SPRAY THE COOLING COIL COATING INTO THE BLOWER MOTOR COOLING TUBE. 6. Attach the Flexible Applicator Pressure Spray Tool (J-43810-20A) to a compressed air line operating at 586 kPa (85 psi) to 793 kPa (115 psi). 7. Shake the bottle of Cooling Coil Coating well. Screw the bottle onto the cap on the applicator tool's pick-up tube. Note The pick-up tube is designed for 120 ml (4 oz) and 240 ml (8 oz) bottles and should coil slightly in the bottom of a 120 ml (4 oz) bottle. 8. Use one of the following three methods to apply the Cooling Coil Coating. Important If the Pressure Applicator Spray Tool (J-43810-20A) is not available, the Cooling Coil Coating is also available in an aerosol can (P/N 12377951 (in Canada, 10953503)). Application Through Blower Motor Control Module Opening - Remove the blower motor control module (blower motor resistor). Refer to the applicable procedure in SI. - Clean any debris or foreign material from inside the HVAC module and on the evaporator core surface. - Apply the Cooling Coil Coating directly to the evaporator core through the blower motor blower motor control module (blower motor resistor) opening. - Use the flexible wand to direct the Cooling Coil Coating over the entire evaporator core and surrounding gasket surfaces. - When the application is complete, install the blower motor blower motor control module (blower motor control module). Application Through Blower Motor Opening - Remove the blower motor. Refer to the applicable blower motor removal procedure in SI. - Clean any debris or foreign material from inside the HVAC module and on the evaporator core surface. - Apply the Cooling Coil Coating directly to the evaporator core through the blower motor opening. - Use the flexible wand to direct the Cooling Coil Coating over the entire evaporator core and surrounding gasket surfaces. - When the application is complete, install the blower motor. Application Through a Hole in the HVAC Module - If neither of the two previous application methods are available, it may be necessary to drill a hole in the HVAC module. - Locate an area of the HVAC module between the blower motor and the evaporator core. Drill a 10 mm (3/8 in) hole in the HVAC module. Use caution to keep the drill clear of the evaporator core and the blower motor fan. - With the air distribution vents closed and the blower motor fan speed on HIGH, insert the applicator tool into the hole and spray the Cooling Coil Coating into the airstream toward the evaporator core. - Use a GM approved RTV sealant to plug the hole in the HVAC module. 9. After the Cooling Coil Coating application is complete, start and run the vehicle for approximately 10 minutes, with the compressor disabled, HVAC mode set to Recirculate/Max, heat set to full warm, blower motor fan speed on high, and one window open approximately 12 mm (1/2 in). This cures the Cooling Coil Coating onto the evaporator core surface. 10. While the engine is running, rinse the applicator tool with warm water to prolong the life of the tool. Be sure to spray warm water through the nozzle to rinse out any residual Cooling Coil Coating still in the capillary pick up tube, otherwise it will dry and clog the applicator tool. Also remove the small green valve from the bottle cap and rinse it thoroughly while rolling it between two fingers and then reinstall it. If this valve is clogged , the Cooling Coil Coating will not flow through the applicator tool. 11. Shut off the engine and enable the compressor again. 12. Verify proper HVAC system operation. 13. Remove the protective cover from inside the vehicle. 14. Remove the drain pan from underneath the vehicle. 15. Reinstall the cabin air filter if necessary. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > Customer Interest for Evaporator Core: > 99-01-39-004C > Jun > 09 > A/C - Musty Odors Emitted From (HVAC) System > Page 6188 Parts Information Important The Cooling Coil Coating listed below is the only GM approved product for use under warranty as an evaporator core disinfectant and for the long term control of evaporator core microbial growth. Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > Customer Interest for Evaporator Core: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates Evaporator Core: Customer Interest A/C - Odor at Start up in Humid Climates File In Section: 1 - HVAC Bulletin No.: 53-12-12A Date: December, 1996 Subject: Air Conditioning Odor at Start Up in Humid Climates (Disinfect Evaporator Core, Install Delayed Blower Control Package) Models: 1993-96 Passenger Cars (Except GEO) 1993-96 Light Duty Models (Except Tracker) This bulletin is being revised to update the wiring diagrams, add the Corvette (with RPO C60) and delete medium/heavy duty trucks. Please discard Corporate Bulletin Number 53-12-12 (Section 1 HVAC). Condition Some owners may comment on odors emitted from the air conditioning system, primarily at start up in hot, humid climates. Cause This odor may be the result of microbial growth on the evaporator core. When the blower motor fan is turned on, the microbial growth may release an unpleasant musty odor into the passenger compartment. Correction To remove odors of this type, it is necessary to eliminate the microbial growth and prevent its recurrence. To accomplish this, these two procedures must be completed. ^ Deodorize the evaporator core using Deodorizing Aerosol Kit, P/N 12377951 (AC Delco 15-102). ^ Install the new A/C Delayed Blower Control Package, P/N 12370470, (AC Delco 15-8632). The blower control package will enable the blower to run at high speed for five (5) minutes. It will do so approximately fifty (50) minutes after the ignition has been turned off if the compressor had been engaged for four (4) or more minutes prior to shutting off engine. By doing so, the evaporator case and core are dried out, reducing the chances of a recurring A/C odor. Procedure 1. Visually inspect the air conditioning evaporator drain hose for obstructions or working condition. 2. Apply deodorizing aerosol as described in the instructions supplied with the kit. Once the deodorizer has been applied, some of the mixture may overflow from the drain hose. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > Customer Interest for Evaporator Core: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6193 3. The chart identifies specific instructions for each vehicle. This chart will identify the proper deodorizing procedure, template and wiring diagram. Deodorizing the evaporator case can easily be done by removing the blower motor resistor and tape off opening. The nozzle can now be inserted through a pierced hole in the tape to deodorize the evaporator case. For some of the vehicles specified below, a drilling procedure is identified in the deodorizing instructions. This type of alternative procedure and others can be done by using the referenced templates in the chart. 4. Complete detailed installation instructions are supplied with the blower control package. Important: A. 1996 ONLY (Use blower resistor location for drilling procedure) B. 1994-1996 ONLY Refer to appropriate Service Manual for enabling afterblow feature through on-board diagnostics. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > Customer Interest for Evaporator Core: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6194 For vehicles repaired under warranty, use as shown. Figure 1 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > Customer Interest for Evaporator Core: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6195 Figure 2 Figure 3 Figure 4 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > Customer Interest for Evaporator Core: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6196 Figure 5 Figure 6 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > Customer Interest for Evaporator Core: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6197 Figure 7 Figure 8 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > Customer Interest for Evaporator Core: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6198 Figure 9 Figure 10 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > Customer Interest for Evaporator Core: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6199 Figure 11 Figure 12 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > Customer Interest for Evaporator Core: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6200 Figure 13 Figure 14 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > Customer Interest for Evaporator Core: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6201 Figure 15 Figure 16 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > Customer Interest for Evaporator Core: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6202 Figure 17 Figure 18 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > Customer Interest for Evaporator Core: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6203 Figure 19 Figure 20 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > Customer Interest for Evaporator Core: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6204 Figure 21 Figure 22 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > Customer Interest for Evaporator Core: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6205 Figure 23 Figure 24 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > Customer Interest for Evaporator Core: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6206 Figure 25 Figure 26 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > Customer Interest for Evaporator Core: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6207 Figure 27 Figure 28 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Evaporator Core: > 99-01-39-004C > Jun > 09 > A/C - Musty Odors Emitted From (HVAC) System Evaporator Core: All Technical Service Bulletins A/C - Musty Odors Emitted From (HVAC) System TECHNICAL Bulletin No.: 99-01-39-004C Date: June 12, 2009 Subject: Air Conditioning Odor (Install Evaporator Core Dryer Kit and Apply Cooling Coil Coating) Models: 1993-2010 GM Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 All Equipped with Air Conditioning Supercede: This bulletin is being revised to add the 2009 and 2010 model years. Please discard Corporate Bulletin Number 99-01-39-004B (Section 01 - HVAC). Condition Some customers may comment about musty odors emitted from the Heating, Ventilation and Air Conditioning (HVAC) system at vehicle start-up in hot, humid conditions. Cause This condition may be caused by condensate build-up on the evaporator core, which does not evaporate by itself in high humidity conditions. The odor may be the result of microbial growth on the evaporator core. When the blower motor fan is turned on, the microbial growth may release an unpleasant musty odor into the passenger compartment. There are several other possible sources of a musty odor in a vehicle. A common source is a water leak into the interior of the vehicle or foreign material in the HVAC air distribution system. Follow the procedures in SI for identifying and correcting water leaks and air inlet inspection. The procedure contained in this bulletin is only applicable if the odor source has been determined to be microbial growth on the evaporator core inside the HVAC module. Correction Many vehicles currently incorporate an afterblow function within the HVAC control module software. The afterblow feature, when enabled, employs the HVAC blower fan to dry the evaporator after vehicle shut down and this function will inhibit microbial growth. Technicians are to confirm that the customer concern is evaporator core odor and that the vehicle has the imbedded afterblow feature, as defined in the SI document for that specific vehicle model, model year and specific HVAC option. Refer to SI for enabling the afterblow function. Vehicles being delivered in areas prone to high humidity conditions may benefit from having the afterblow enabled calibration installed prior to any customer comment. Important If the vehicle is not factory equipped with the imbedded afterblow enable feature, it may be added with the Electronic Evaporator Dryer Module Kit (P/N 12497910 or AC Delco 15-5876). Important When installing the Electronic Evaporator Dryer Module, you MUST use the included electrical splice connectors to ensure a proper splice. Complete detailed installation instructions and self testing procedures are supplied with the kit. If necessary, the Electronic Evaporator Dryer Module may be installed underhood if it is protected from extreme heat and water splash areas. To immediately remove the evaporator core odor on all suspect vehicles, it is necessary to eliminate the microbial growth and prevent its re-occurrence. To accomplish this, perform the following procedure: Vehicle and Applicator Tool Preparation 1. The evaporator core must be dry. This may be accomplished by disabling the compressor and running the blower fan on the recirc heat setting for an extended period of time. Note Compressor engagement will cause the evaporator core to remain wet and will prevent full adherence of the Coiling Coil Coating to the evaporator core surfaces. 2. Verify that the air conditioning drain hose is not clogged and place a drain pan beneath the vehicle. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Evaporator Core: > 99-01-39-004C > Jun > 09 > A/C - Musty Odors Emitted From (HVAC) System > Page 6213 3. Place a protective cover over the carpet below the evaporator core. 4. Remove the cabin air filter, if equipped, and cover the opening prior to applying the Cooling Coil Coating, as the product may clog the filter. If the cabin air filter appears to have little or no remaining life, suggest a replacement to your customer. 5. If the HVAC module has a blower motor cooling tube, be careful NOT TO SPRAY THE COOLING COIL COATING INTO THE BLOWER MOTOR COOLING TUBE. 6. Attach the Flexible Applicator Pressure Spray Tool (J-43810-20A) to a compressed air line operating at 586 kPa (85 psi) to 793 kPa (115 psi). 7. Shake the bottle of Cooling Coil Coating well. Screw the bottle onto the cap on the applicator tool's pick-up tube. Note The pick-up tube is designed for 120 ml (4 oz) and 240 ml (8 oz) bottles and should coil slightly in the bottom of a 120 ml (4 oz) bottle. 8. Use one of the following three methods to apply the Cooling Coil Coating. Important If the Pressure Applicator Spray Tool (J-43810-20A) is not available, the Cooling Coil Coating is also available in an aerosol can (P/N 12377951 (in Canada, 10953503)). Application Through Blower Motor Control Module Opening - Remove the blower motor control module (blower motor resistor). Refer to the applicable procedure in SI. - Clean any debris or foreign material from inside the HVAC module and on the evaporator core surface. - Apply the Cooling Coil Coating directly to the evaporator core through the blower motor blower motor control module (blower motor resistor) opening. - Use the flexible wand to direct the Cooling Coil Coating over the entire evaporator core and surrounding gasket surfaces. - When the application is complete, install the blower motor blower motor control module (blower motor control module). Application Through Blower Motor Opening - Remove the blower motor. Refer to the applicable blower motor removal procedure in SI. - Clean any debris or foreign material from inside the HVAC module and on the evaporator core surface. - Apply the Cooling Coil Coating directly to the evaporator core through the blower motor opening. - Use the flexible wand to direct the Cooling Coil Coating over the entire evaporator core and surrounding gasket surfaces. - When the application is complete, install the blower motor. Application Through a Hole in the HVAC Module - If neither of the two previous application methods are available, it may be necessary to drill a hole in the HVAC module. - Locate an area of the HVAC module between the blower motor and the evaporator core. Drill a 10 mm (3/8 in) hole in the HVAC module. Use caution to keep the drill clear of the evaporator core and the blower motor fan. - With the air distribution vents closed and the blower motor fan speed on HIGH, insert the applicator tool into the hole and spray the Cooling Coil Coating into the airstream toward the evaporator core. - Use a GM approved RTV sealant to plug the hole in the HVAC module. 9. After the Cooling Coil Coating application is complete, start and run the vehicle for approximately 10 minutes, with the compressor disabled, HVAC mode set to Recirculate/Max, heat set to full warm, blower motor fan speed on high, and one window open approximately 12 mm (1/2 in). This cures the Cooling Coil Coating onto the evaporator core surface. 10. While the engine is running, rinse the applicator tool with warm water to prolong the life of the tool. Be sure to spray warm water through the nozzle to rinse out any residual Cooling Coil Coating still in the capillary pick up tube, otherwise it will dry and clog the applicator tool. Also remove the small green valve from the bottle cap and rinse it thoroughly while rolling it between two fingers and then reinstall it. If this valve is clogged , the Cooling Coil Coating will not flow through the applicator tool. 11. Shut off the engine and enable the compressor again. 12. Verify proper HVAC system operation. 13. Remove the protective cover from inside the vehicle. 14. Remove the drain pan from underneath the vehicle. 15. Reinstall the cabin air filter if necessary. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Evaporator Core: > 99-01-39-004C > Jun > 09 > A/C - Musty Odors Emitted From (HVAC) System > Page 6214 Parts Information Important The Cooling Coil Coating listed below is the only GM approved product for use under warranty as an evaporator core disinfectant and for the long term control of evaporator core microbial growth. Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Evaporator Core: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates Evaporator Core: All Technical Service Bulletins A/C - Odor at Start up in Humid Climates File In Section: 1 - HVAC Bulletin No.: 53-12-12A Date: December, 1996 Subject: Air Conditioning Odor at Start Up in Humid Climates (Disinfect Evaporator Core, Install Delayed Blower Control Package) Models: 1993-96 Passenger Cars (Except GEO) 1993-96 Light Duty Models (Except Tracker) This bulletin is being revised to update the wiring diagrams, add the Corvette (with RPO C60) and delete medium/heavy duty trucks. Please discard Corporate Bulletin Number 53-12-12 (Section 1 HVAC). Condition Some owners may comment on odors emitted from the air conditioning system, primarily at start up in hot, humid climates. Cause This odor may be the result of microbial growth on the evaporator core. When the blower motor fan is turned on, the microbial growth may release an unpleasant musty odor into the passenger compartment. Correction To remove odors of this type, it is necessary to eliminate the microbial growth and prevent its recurrence. To accomplish this, these two procedures must be completed. ^ Deodorize the evaporator core using Deodorizing Aerosol Kit, P/N 12377951 (AC Delco 15-102). ^ Install the new A/C Delayed Blower Control Package, P/N 12370470, (AC Delco 15-8632). The blower control package will enable the blower to run at high speed for five (5) minutes. It will do so approximately fifty (50) minutes after the ignition has been turned off if the compressor had been engaged for four (4) or more minutes prior to shutting off engine. By doing so, the evaporator case and core are dried out, reducing the chances of a recurring A/C odor. Procedure 1. Visually inspect the air conditioning evaporator drain hose for obstructions or working condition. 2. Apply deodorizing aerosol as described in the instructions supplied with the kit. Once the deodorizer has been applied, some of the mixture may overflow from the drain hose. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Evaporator Core: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6219 3. The chart identifies specific instructions for each vehicle. This chart will identify the proper deodorizing procedure, template and wiring diagram. Deodorizing the evaporator case can easily be done by removing the blower motor resistor and tape off opening. The nozzle can now be inserted through a pierced hole in the tape to deodorize the evaporator case. For some of the vehicles specified below, a drilling procedure is identified in the deodorizing instructions. This type of alternative procedure and others can be done by using the referenced templates in the chart. 4. Complete detailed installation instructions are supplied with the blower control package. Important: A. 1996 ONLY (Use blower resistor location for drilling procedure) B. 1994-1996 ONLY Refer to appropriate Service Manual for enabling afterblow feature through on-board diagnostics. Parts Information Parts are currently available from GMSPO. Warranty Information Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Evaporator Core: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6220 For vehicles repaired under warranty, use as shown. Figure 1 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Evaporator Core: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6221 Figure 2 Figure 3 Figure 4 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Evaporator Core: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6222 Figure 5 Figure 6 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Evaporator Core: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6223 Figure 7 Figure 8 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Evaporator Core: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6224 Figure 9 Figure 10 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Evaporator Core: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6225 Figure 11 Figure 12 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Evaporator Core: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6226 Figure 13 Figure 14 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Evaporator Core: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6227 Figure 15 Figure 16 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Evaporator Core: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6228 Figure 17 Figure 18 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Evaporator Core: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6229 Figure 19 Figure 20 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Evaporator Core: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6230 Figure 21 Figure 22 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Evaporator Core: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6231 Figure 23 Figure 24 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Evaporator Core: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6232 Figure 25 Figure 26 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Evaporator Core: > 531212A > Dec > 96 > A/C - Odor at Start up in Humid Climates > Page 6233 Figure 27 Figure 28 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > Page 6234 Evaporator Core: Service and Repair Heater/Evaporator Module SPECIAL TOOL REQUIRED (or equivalent) ^ J-38100-D, A/C refrigerant recovery and recycling station. REMOVE OR DISCONNECT 1. Negative battery cable. 2. Recover refrigerant and drain cooling system. 3. Raise and support vehicle. 4. Heater hoses from heater core. 5. Evaporator block fitting from the evaporator and discard "O" ring seals. 6. Moisture drain tube from heater-A/C module and lower vehicle. 7. Right and left sound insulators and steering column opening filler. 8. Floor air outlet duct and heater core cover. CAUTION: To avoid breaking the drain tube, carefully pull the heater core cover straight rearward when removing. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Evaporator Core > Component Information > Technical Service Bulletins > Page 6235 9. Heater core mounting clamps and remove heater core. 10. Screws holding the defroster vacuum actuator to the module case. 11. Evaporator cover and evaporator core. INSTALL OR CONNECT 1. Evaporator and evaporator cover. Add 90 ml (3 oz.) of 525 viscosity refrigerant oil to the system if installing a new evaporator. 2. Defroster vacuum actuator to the module case with attaching screws. 3. Heater core and heater core mounting clamps. 4. Heater core cover and floor air outlet duct. 5. Steering column opening filler, right and left sound insulators. 6. Raise and support vehicle. Connect moisture drain tube to heater-A/C module. 7. Heater hoses to heater core. 8. Evaporator block fitting to evaporator using new "O" ring seals lubricated in clean 525 viscosity refrigerant oil. 9. Lower vehicle, evacuate and recharge A/C system. 10. Negative battery cable. 11. Fill cooling system and check for leaks. 12. Leak test evaporator block fitting and performance test A/C system. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Expansion Block/Orifice Tube > Component Information > Locations Expansion Block/Orifice Tube: Locations Evaporator Tube & Accumulator Tube Expansion (Orifice) Tube The Expansion (Orifice) Tube is located at the condenser to evaporator tube connection in the evaporator tube. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Heater Core > Component Information > Technical Service Bulletins > Cooling System, A/C - Aluminum Heater Cores/Radiators Heater Core: Technical Service Bulletins Cooling System, A/C - Aluminum Heater Cores/Radiators INFORMATION Bulletin No.: 05-06-02-001A Date: July 16, 2008 Subject: Information On Aluminum Heater Core and/or Radiator Replacement Models: 2005 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2005 HUMMER H2 Supercede: This bulletin is being revised to update the Warranty Information. Please discard Corporate Bulletin Number 05-06-02-001 (Section 06 - Engine/Propulsion System). Important: 2004-05 Chevrolet Aveo (Pontiac Wave, Canada Only) does not use DEX-COOL(R). Refer to the flushing procedure explained later in this bulletin. The following information should be utilized when servicing aluminum heater core and/or radiators on repeat visits. A replacement may be necessary because erosion, corrosion, or insufficient inhibitor levels may cause damage to the heater core, radiator or water pump. A coolant check should be performed whenever a heater core, radiator, or water pump is replaced. The following procedures/ inspections should be done to verify proper coolant effectiveness. Caution: To avoid being burned, do not remove the radiator cap or surge tank cap while the engine is hot. The cooling system will release scalding fluid and steam under pressure if the radiator cap or surge tank cap is removed while the engine and radiator are still hot. Important: If the vehicle's coolant is low, drained out, or the customer has repeatedly added coolant or water to the system, then the system should be completely flushed using the procedure explained later in this bulletin. Technician Diagnosis ^ Verify coolant concentration. A 50% coolant/water solution ensures proper freeze and corrosion protection. Inhibitor levels cannot be easily measured in the field, but can be indirectly done by the measurement of coolant concentration. This must be done by using a Refractometer J 23688 (Fahrenheit scale) or J 26568 (centigrade scale), or equivalent, coolant tester. The Refractometer uses a minimal amount of coolant that can be taken from the coolant recovery reservoir, radiator or the engine block. Inexpensive gravity float testers (floating balls) will not completely analyze the coolant concentration fully and should not be used. The concentration levels should be between 50% and 65% coolant concentrate. This mixture will have a freeze point protection of -34 degrees Fahrenheit (-37 degrees Celsius). If the concentration is below 50%, the cooling system must be flushed. ^ Inspect the coolant flow restrictor if the vehicle is equipped with one. Refer to Service Information (SI) and/or the appropriate Service Manual for component location and condition for operation. ^ Verify that no electrolysis is present in the cooling system. This electrolysis test can be performed before or after the system has been repaired. Use a digital voltmeter set to 12 volts. Attach one test lead to the negative battery post and insert the other test lead into the radiator coolant, making sure the lead does not touch the filler neck or core. Any voltage reading over 0.3 volts indicates that stray current is finding its way into the coolant. Electrolysis is often an intermittent condition that occurs when a device or accessory that is mounted to the radiator is energized. This type of current could be caused from a poorly grounded cooling fan or some other accessory and can be verified by watching the volt meter and turning on and off various accessories or engage the starter motor. Before using one of the following flush procedures, the coolant recovery reservoir must be removed, drained, cleaned and reinstalled before refilling the system. Notice: ^ Using coolant other than DEX‐COOL(R) may cause premature engine, heater core or radiator corrosion. In addition, the engine coolant may require changing sooner, at 30,000 miles (50,000 km) or 24 months, whichever occurs first. Any repairs would not be covered by your warranty. Always use DEX‐COOL(R) (silicate free) coolant in your vehicle. ^ If you use an improper coolant mixture, your engine could overheat and be badly damaged. The repair cost would not be covered by your warranty. Too much water in the mixture can freeze and crack the engine, radiator, heater core and other parts. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Heater Core > Component Information > Technical Service Bulletins > Cooling System, A/C - Aluminum Heater Cores/Radiators > Page 6243 Flushing Procedures using DEX-COOL(R) Important: The following procedure recommends refilling the system with DEX-COOL(R), P/N 12346290 (in Canada, use P/N 10953464), GM specification 6277M. This coolant is orange in color and has a service interval of 5 years or 240,000 km (150,000 mi). However, when used on vehicles built prior to the introduction of DEX-COOL(R), maintenance intervals will remain the same as specified in the Owner's Manual. ^ If available, use the approved cooling system flush and fill machine (available through the GM Dealer Equipment Program) following the manufacturer's operating instructions. ^ If approved cooling system flush and fill machine is not available, drain the coolant and dispose of properly following the draining procedures in the appropriate Service Manual. Refill the system using clear, drinkable water and run the vehicle until the thermostat opens. Repeat and run the vehicle three (3) times to totally remove the old coolant or until the drained coolant is almost clear. Once the system is completely flushed, refill the cooling system to a 50%-60% concentration with DEX‐COOL(R), P/N 12346290 (in Canada, use P/N 10953464), GM specification 6277M, following the refill procedures in the appropriate Service Manual. If a Service Manual is not available, fill half the capacity of the system with 100% DEX-COOL(R), P/N 12346290 (in Canada, use P/N 10953464), GM specification 6277M. Then slowly add clear, drinkable water (preferably distilled) to the system until the level of the coolant mixture has reached the base of the radiator neck. Wait two (2) minutes and reverify the coolant level. If necessary, add clean water to restore the coolant to the appropriate level. Once the system is refilled, reverify the coolant concentration using a Refractometer J 23688 (Fahrenheit scale) or J 26568 (centigrade scale) coolant tester, or equivalent. The concentration levels should be between 50% and 65%. Flushing Procedures using Conventional Silicated (Green Colored) Coolant Important: 2004-2005 Chevrolet Aveo (Pontiac Wave, Canada Only) does not use DEX‐COOL(R). The Aveo and Wave are filled with conventional, silicated engine coolant that is blue in color. Silicated coolants are typically green in color and are required to be drained, flushed and refilled every 30,000 miles (48,000 km). The Aveo and Wave are to be serviced with conventional, silicated coolant. Use P/N 12378560 (1 gal) (in Canada, use P/N 88862159 (1 L). Refer to the Owner's Manual or Service Information (SI) for further information on OEM coolant. Important: Do not mix the OEM orange colored DEX-COOL(R) coolant with green colored coolant when adding coolant to the system or when servicing the vehicle's cooling system. Mixing the orange and green colored coolants will produce a brown coolant which may be a customer dissatisfier and will not extend the service interval to that of DEX-COOL(R). Conventional silicated coolants offered by GM Service and Parts Operations are green in color. ^ If available, use the approved cooling system flush and fill machine (available through the GM Dealer Equipment Program) following the manufacturer's operating instructions. ^ If approved cooling systems flush and fill machine is not available, drain coolant and dispose of properly following the draining procedures in appropriate Service Manual. Refill the system using clear, drinkable water and run vehicle until thermostat opens. Repeat and run vehicle three (3) times to totally remove old coolant or until drained coolant is almost clear. Once the system is completely flushed, refill the cooling system to a 50%-60% concentration with a good quality ethylene glycol base engine coolant, P/N 12378560, 1 gal (in Canada, use P/N 88862159 1 L), conforming to GM specification 1825M, or recycled coolant conforming to GM specification 1825M, following the refill procedures in the appropriate Service Manual. If a Service Manual is not available, fill half the capacity of the system with 100% good quality ethylene glycol base (green colored) engine coolant, P/N 12378560 1 gal., (in Canada, use P/N 88862159 1 L) conforming to GM specification 1825M. Then slowly add clear, drinkable water (preferably distilled) to system until the level of the coolant mixture has reached the base of the radiator neck. Wait two (2) minutes and recheck coolant level. If necessary, add clean water to restore coolant to the appropriate level. Once the system is refilled, recheck the coolant concentration using a Refractometer J 23688 (Fahrenheit scale) or J 26568 (centigrade scale) coolant tester, or equivalent. Concentration levels should be between 50% and 65%. Parts Information Warranty Information Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Heater Core > Component Information > Technical Service Bulletins > Cooling System, A/C - Aluminum Heater Cores/Radiators > Page 6244 For vehicles repaired under warranty, use the table. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Heater Core > Component Information > Service and Repair > With Air Conditioning Heater Core: Service and Repair With Air Conditioning Heater/Evaporator Module REMOVE OR DISCONNECT 1. Negative battery cable and drain cooling system. 2. Raise vehicle and remove drain tube from heater-A/C module. 3. Heater hoses from heater core and lower vehicle. 4. Right and left sound insulators and steering column opening filler. 5. Floor air outlet duct and heater core cover. CAUTION: To avoid breaking the drain tube, carefully pull the heater core cover straight rearward when removing. 6. Heater core mounting clamps and remove heater core. INSTALL OR CONNECT 1. Heater core and heater core mounting clamps. 2. Heater core cover and floor air outlet duct. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Heater Core > Component Information > Service and Repair > With Air Conditioning > Page 6247 3. Right and left sound insulators and steering column opening filler. 4. Raise vehicle and connect heater hoses to heater core. 5. Drain tube to heater case and lower vehicle. 6. Negative battery cable and fill cooling system. 7. Check for leaks. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Heater Core > Component Information > Service and Repair > With Air Conditioning > Page 6248 Heater Core: Service and Repair Without Air Conditioning Heater Module REMOVE OR DISCONNECT 1. Negative battery cable and drain cooling system. 2. Raise vehicle and remove drain tube from heater case. 3. Heater hoses from heater core and lower vehicle. 4. Right and left sound insulators and steering column opening filler. 5. Floor air outlet duct and heater core cover. 6. Heater core mounting clamps and remove heater core. INSTALL OR CONNECT 1. Heater core and heater core mounting clamps. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Heater Core > Component Information > Service and Repair > With Air Conditioning > Page 6249 2. Heater core cover and floor air outlet duct. 3. Right and left sound insulators and steering column opening filler. 4. Raise vehicle and connect heater hoses to heater core. 5. Drain tube to heater case and lower vehicle. 6. Negative battery cable and fill cooling system. 7. Check for leaks. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > High Pressure Safety Valve HVAC > Component Information > Specifications High Pressure Safety Valve HVAC: Specifications Pressure Relief Valve .......................................................................................................................... .................................................... 9.0 N.m (6.1 lb. ft.) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > High Pressure Safety Valve HVAC > Component Information > Specifications > Page 6253 Compressor Components - Disassembled View Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > High Pressure Safety Valve HVAC > Component Information > Specifications > Page 6254 High Pressure Safety Valve HVAC: Service and Repair V5 Compressor Rear Head Details Remove or Disconnect 1. Recover refrigerant using J 39500-GM. 2. Remove old pressure relief valve. Install or Connect 1. Clean valve seat area on rear head. 2. Lubricate O-ring of new pressure relief valve and O-ring assembly with new 525 viscosity refrigerant oil. Install new valve and torque in place, 9.0 N.m (6.1 lbs. ft.). 3. Evaluate and recharge the system. 4. Leak test system. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > A/C - Refrigerant Recovery/Recycling/Equipment Refrigerant: Technical Service Bulletins A/C - Refrigerant Recovery/Recycling/Equipment Bulletin No.: 08-01-38-001 Date: January 25, 2008 INFORMATION Subject: Information On New GE-48800 CoolTech Refrigerant Recovery/Recharge Equipment Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks (Including Saturn) 2008 and Prior HUMMER H2, H3 2005-2008 Saab 9-7X Attention: This bulletin is being issued to announce the release of GM approved Air Conditioning (A/C) Refrigerant Recovery and Recharging Equipment that meets the new Society of Automotive Engineers (SAE) J2788 Refrigerant Recovery Standards. The ACR2000 (J-43600) cannot be manufactured in its current state after December 2007 and will be superseded by GE-48800. The new J2788 standard does not require that GM Dealers replace their ACR2000 units. ACR2000's currently in use are very capable of servicing today's refrigerant systems when used correctly and can continue to be used. Details regarding the new SAE J2788 standard are outlined in GM Bulletin 07-01-38-004. Effective February 1 2008, new A/C Refrigerant Recovery/Recharging equipment (P/N GE-48800) will be released as a required replacement for the previously essential ACR2000 (J-43600). This equipment is SAE J2788 compliant and meets GM requirements for A/C Refrigerant System Repairs on all General Motors vehicles, including Hybrid systems with Polyolester (POE) refrigerant oil. This equipment will not be shipped as an essential tool to GM Dealerships. In addition, this equipment is Hybrid compliant and designed to prevent oil cross contamination when servicing Hybrid vehicles with Electric A/C Compressors that use POE refrigerant oil. The ACR2000 (J-43600) will need to be retrofitted with a J-43600-50 (Hose - ACR2000 Oil Flush Loop) to be able to perform Hybrid A/C service work. All Hybrid dealers will receive the J-43600-50, with installation instructions, as a component of the Hybrid essential tool package. Dealerships that do not sell Hybrids, but may need to service Hybrids, can obtain J-43600-50 from SPX Kent Moore. Refer to GM Bulletin 08-01-39-001 for the ACR2000 Hose Flush procedure. The High Voltage (HV) electric A/C compressor used on Two Mode Hybrid vehicles uses a Polyolester (POE) refrigerant oil instead of a Polyalkylene Glycol (PAG) synthetic refrigerant oil. This is due to the better electrical resistance of the POE oil and its ability to provide HV isolation. Failure to flush the hoses before adding refrigerant to a Hybrid vehicle with an electric A/C compressor may result in an unacceptable amount of PAG oil entering the refrigerant system. It may cause a Battery Energy Control Module Hybrid Battery Voltage System Isolation Lost Diagnostic Trouble Code (DTC P1AE7) to be set. Additionally, the A/C system warranty will be voided. Warranty Submission Requirements The Electronically Generated Repair Data (snapshot summary) and printer functions have been eliminated from the GE-48800. The VGA display and temperature probes were eliminated to reduce equipment costs. As a result, effective immediately the 18 digit "Snapshot/Charge Summary" code is no longer required for Air Conditioning (A/C) refrigerant system repairs that are submitted for warranty reimbursement. The charge summary data from before and after system repairs will continue to required, but documented on the repair order only. Both high and low pressures and the recovery and charge amounts should be noted during the repair and entered on the repair order. If using ACR2000 (J-43600), the "Snapshot/Charge Summary" printouts should continue to be attached to the shops copy of the repair order. The labor codes that are affected by this requirement are D3000 through D4500. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins: > 08-01-38-001 > Jan > 08 > A/C - Refrigerant Recovery/Recycling/Equipment Refrigerant: Technical Service Bulletins A/C - Refrigerant Recovery/Recycling/Equipment Bulletin No.: 08-01-38-001 Date: January 25, 2008 INFORMATION Subject: Information On New GE-48800 CoolTech Refrigerant Recovery/Recharge Equipment Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks (Including Saturn) 2008 and Prior HUMMER H2, H3 2005-2008 Saab 9-7X Attention: This bulletin is being issued to announce the release of GM approved Air Conditioning (A/C) Refrigerant Recovery and Recharging Equipment that meets the new Society of Automotive Engineers (SAE) J2788 Refrigerant Recovery Standards. The ACR2000 (J-43600) cannot be manufactured in its current state after December 2007 and will be superseded by GE-48800. The new J2788 standard does not require that GM Dealers replace their ACR2000 units. ACR2000's currently in use are very capable of servicing today's refrigerant systems when used correctly and can continue to be used. Details regarding the new SAE J2788 standard are outlined in GM Bulletin 07-01-38-004. Effective February 1 2008, new A/C Refrigerant Recovery/Recharging equipment (P/N GE-48800) will be released as a required replacement for the previously essential ACR2000 (J-43600). This equipment is SAE J2788 compliant and meets GM requirements for A/C Refrigerant System Repairs on all General Motors vehicles, including Hybrid systems with Polyolester (POE) refrigerant oil. This equipment will not be shipped as an essential tool to GM Dealerships. In addition, this equipment is Hybrid compliant and designed to prevent oil cross contamination when servicing Hybrid vehicles with Electric A/C Compressors that use POE refrigerant oil. The ACR2000 (J-43600) will need to be retrofitted with a J-43600-50 (Hose - ACR2000 Oil Flush Loop) to be able to perform Hybrid A/C service work. All Hybrid dealers will receive the J-43600-50, with installation instructions, as a component of the Hybrid essential tool package. Dealerships that do not sell Hybrids, but may need to service Hybrids, can obtain J-43600-50 from SPX Kent Moore. Refer to GM Bulletin 08-01-39-001 for the ACR2000 Hose Flush procedure. The High Voltage (HV) electric A/C compressor used on Two Mode Hybrid vehicles uses a Polyolester (POE) refrigerant oil instead of a Polyalkylene Glycol (PAG) synthetic refrigerant oil. This is due to the better electrical resistance of the POE oil and its ability to provide HV isolation. Failure to flush the hoses before adding refrigerant to a Hybrid vehicle with an electric A/C compressor may result in an unacceptable amount of PAG oil entering the refrigerant system. It may cause a Battery Energy Control Module Hybrid Battery Voltage System Isolation Lost Diagnostic Trouble Code (DTC P1AE7) to be set. Additionally, the A/C system warranty will be voided. Warranty Submission Requirements The Electronically Generated Repair Data (snapshot summary) and printer functions have been eliminated from the GE-48800. The VGA display and temperature probes were eliminated to reduce equipment costs. As a result, effective immediately the 18 digit "Snapshot/Charge Summary" code is no longer required for Air Conditioning (A/C) refrigerant system repairs that are submitted for warranty reimbursement. The charge summary data from before and after system repairs will continue to required, but documented on the repair order only. Both high and low pressures and the recovery and charge amounts should be noted during the repair and entered on the repair order. If using ACR2000 (J-43600), the "Snapshot/Charge Summary" printouts should continue to be attached to the shops copy of the repair order. The labor codes that are affected by this requirement are D3000 through D4500. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins: > 06-01-39-007 > Jul > 06 > A/C - Contaminated R134A Refrigerant Refrigerant: Technical Service Bulletins A/C - Contaminated R134A Refrigerant Bulletin No.: 06-01-39-007 Date: July 25, 2006 INFORMATION Subject: Contaminated R134a Refrigerant Found on Market for Automotive Air-Conditioning Systems Models: 2007 and Prior GM Passenger Cars and Trucks (including Saturn) 2007 and Prior HUMMER H2, H3 2007 and Prior Saab 9-7X Attention: This bulletin should be directed to the Service Manager as well as the Parts Manager. Commercially Available Contaminated R134a Refrigerant Impurities have been found in new commercially available containers of R134a. High levels of contaminates may cause decreased performance, and be detrimental to some air-conditioning components. Accompanying these contaminates has been high levels of moisture. Tip: Excessive moisture may cause system concerns such as orifice tube freeze-up and reduced performance. Industry Reaction: New Industry Purity Standards Due to the potential availability of these lower quality refrigerants, the Society of Automotive Engineers (SAE), and the Air Conditioning and Refrigeration Industry (ARI) are in the process of instituting reliable standards that will be carried on the labels of future R134a refrigerant containers. This identifying symbol will be your assurance of a product that conforms to the minimum standard for OEM Automotive Air-Conditioning use. How Can You Protect Yourself Today? It is recommended to use GM or ACDelco(R) sourced refrigerants for all A/C repair work. These refrigerants meet General Motors own internal standards for quality and purity, insuring that your completed repairs are as good as the way it left the factory. Parts Information The part numbers shown are available through GMSPO or ACDelco(R). The nearest ACDelco(R) distributor in your area can be found by calling 1-800-223-3526 (U.S. Only). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins: > 06-01-39-007 > Jul > 06 > A/C - Contaminated R134A Refrigerant > Page 6268 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins: > 99-01-38-006A > May > 00 > A/C - Refrigerant Recovery/Recharge Equipment Refrigerant: Technical Service Bulletins A/C - Refrigerant Recovery/Recharge Equipment File In Section: 01 - HVAC Bulletin No.: 99-01-38-006A Date: May, 2000 WARRANTY ADMINISTRATION Subject: J-43600 ACR 2000 Essential Refrigerant Recovery/Recharge Equipment Models: 1993-2000 Passenger Cars and Light Duty Trucks with R-134a Refrigerant This bulletin is being revised to change the effective date and to update the text. Please discard Corporate Bulletin Number 99-01-38-006 (Section 01 - HVAC). Effective June 1, 2000, the use of J-43600 ACR 2000 will be required on all repairs that require A/C system recovery and are reimbursable by GM. Additionally, GM highly recommends that J-43600 ACR 2000 be used on all GM cars and trucks for customer paid A/C repairs. Important: Also effective June 1, 2000, the "Add" time for all air conditioning recovery is revised to 0.5 hours for front systems and 0.7 hours for front/rear dual systems (RPO C69 or C34). After June 1, 2000, all air conditioning claims submitted with the 0.9 hours "Add" time will be rejected for "labor hours excessive". After the completion of repairs (charging), the ACR 2000 will prompt the user to perform a snapshot of the air conditioning system operating data. The snapshot includes: ^ Maximum high side pressure. ^ Minimum low side pressure. ^ Duct outlet temperatures (2). ^ Refrigerant purity information. This information is captured on a paper printout and in a warranty code. For all GM paid repairs, the paper printout should be attached to the shop copy of the repair order. The warranty code must be submitted in the warranty claim information in the comments field. The code enables the reporting of valuable information about the repair to GM for product quality improvement. Claims submitted without this information may be subject to review and subsequent debit. The required use of J-43600 ACR 2000 raises the question of the acceptable uses for any existing recovery/recycle equipment that GM dealers are currently using. GM recognizes that many of the previously essential ACR4's are reaching the end of their useful life. There are several alternatives for existing equipment that may be considered: ^ Use the existing equipment as customer paid recovery only equipment. Example: Collision repair area. ^ Use the existing equipment as a scavenger unit for contaminated A/C systems. ^ Sell the existing units to repair facilities outside the GM dealer network. ^ Discontinue the use of the existing units if the repair/maintenance costs exceed the value of the equipment. ^ Donate the existing equipment to local technical schools. ^ Dedicate the ACR4 to A/C system flushing, using the J-42939 Flush Adapter. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins: > 99-01-38-006A > May > 00 > A/C - Refrigerant Recovery/Recharge Equipment > Page 6273 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a Technical Service Bulletin # 431207E Date: 970101 A/C - Retrofitting R-12 to R-134a File In Section: 1 - HVAC Bulletin No.: 43-12-07E Date: January, 1997 INFORMATION Subject: Guidelines for Retrofitting R-12 Vehicles to R-134a Models: 1984-94 Passenger Cars and Trucks (See List Below) This bulletin is being revised with the following changes: 1. Addition of all remaining GM vehicles, as listed. 2. Format rearranged for easier use. Please discard Corporate Bulletin Number 43-12-07D (Section 1 - HVAC). Car/Truck Platform Coverage Starts: 1984 - A, B, D, E, F, J, K, P, Y Carlines 1985 - C, M, N, R, S Carlines 1986 - H Carline 1987 - L, V (Allante) Car lines; M/L, G, R/V, S/T, P Truck lines 1988 - T (LeMans), E (Reatta), W Car lines; C/k, MED. Duty Truck lines 1989 - Tracker 1990 - U Van Vehicles Not Covered: T (Chevette and T1000), G RWD, C RWD, and X Car If a vehicle is not covered in the list above, GM's recommendation is that the vehicle continue to be serviced with R-12. This bulletin outlines the detailed retrofit procedures, as well as providing background information on many components and procedures. It is important to follow the bulletin, since each car and truck line has unique parts and procedures. However, the basic procedure is simple, and will become easier as you complete more retrofits. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6278 Retrofit Requirements The customer should be reminded that there is NO requirement in the U.S. to retrofit any vehicle produced with R-12. Vehicles built with R-12 can be serviced with R-12 as long as it is available (except in certain Canadian Provinces). GM has taken steps to extend the supply of R-12 and recommends that all R-12 vehicles continue to be serviced with R-12 as long as it is available. Training Video Before doing a retrofit the first time, it is recommended that you view the Certified Plus Training Video, Program number 51010.15, "R-134a Retrofit for GM Cars and Trucks". Table of Contents A. Retrofit Procedure 1. Inspect Condition of Vehicle 2. Recover the R-12 (new method) 3. Install the service port conversion fittings 4. Install any additional parts needed 5. Evacuate and recharge with new PAG or V5 retrofit oil and R-134a 6. Install the retrofit label Platform Details Compressor Replacement Chart B. General Information 1. Performance 2. Leakage 3. Desiccant 4. Improved Cooling Performance 5. PAG or V5 Oil Compatibility 6. Refrigerant Oil Level Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6279 C. Parts Information D. Warranty Information 1. Vehicle Still in Warranty 2. Customer Paid' Retrofitting Costs 3. Labor Time Information Notes on Retrofit Important: Before proceeding with any retrofit, make sure you have all component Parts required on hand to perform a proper and complete repair with Minimal downtime. R-12 Removal Prior to Retrofit To prepare a system for retrofitting, the R-12 must be recovered and the system must be completely evacuated. Evacuation is necessary to insure that small amounts of R-12 and air remaining in the system are removed. This will prevent cross contamination of the two refrigerants, which could lead to reduced A/C system reliability and performance. It is very important that the specified times for waiting after recovery and evacuation not be reduced. This time is required to sufficiently remove residual R-12 from the oil in the system. A considerable amount of testing has determined that the following procedure is required to achieve satisfactory results and conform to SAE J 1661: 1. Inspect Condition of Vehicle Install the gauge set on the high and low side ports. Use normal diagnostic procedures to find the cause of the vehicle's reported condition. One of three conditions will exist with the refrigerant system: a. System pressure correct, no leaks - proceed to Step 2 (Recovery). This would normally apply when: 1. The system must be recovered/recharged for a repair to a system other than the A/C system, or 2. Where the A/C system condition did not involve leaks, but requires recovery/recharge to replace a component. b. Compressor not operating, but some charge. Leak test to find the leak, complete Step 2 (Recovery), then correct the leak before proceeding with Step 3 (Conversion port installation). c. No charge in system - proceed with the Conversion port installation in Step 3. Use the ACR4 to evacuate for 5 minutes. If the leak can be heard, repair the leak. If the leak cannot be heard, charge with 1/2 pound of R-134a. Leak test with the J 39400 Leak Detector, recover the R-134a, repair any additional leaks found, and proceed with the evacuation in Step 5. 2. Recover the R-12 from the System Notice: THIS PROCEDURE IS DIFFERENT THAN THE NORMAL (NON-RETROFIT) RECOVERY PROCEDURE. R-12 will be recovered through the HIGH SIDE SERVICE PORT ONLY, WITH THE ENGINE RUNNING. Recovery through the low side will not effectively remove the R-12 from the accumulator, resulting in possible damage to the retrofitted system. Important: Vehicle must be above 50° F (10° C) to allow for complete recovery of the R-12. If it is not, either allow it to warm up in the shop overnight, or increase the evacuation time in Step 5.a to 30 minutes. a. Connect the recovery hose from the R-12 recovery cart (ACR3) to the middle port of the A/C gauge set. Open the oil drain valve on the ACR3 cart long enough to drain the oil. Failure to do so could cause excessive amounts of oil to build up in the separator, resulting in damage to the recovery cart compressor. b. Start the engine. Leave the hood up, and the windows open. On vehicles with manual A/C controls, set the A/C controls to normal A/C mode, high blower, and temperature control to full cold. On cars with automatic A/C controls, set the temperature to 75° F, "AUTO" mode, and manually select high blower. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6280 Make sure the vehicle compressor is engaged. Turn the cart on and start the recovery cycle. OPEN ONLY THE HIGH SIDE VALVE ON THE GAUGE SET. The vehicle system should eventually shut the compressor off. If the low side pressure drops below 15 psi, and the compressor does not turn off, turn it off now (go to "VENT" or "ECON" mode), but leave the engine running and the blower on "high". c. After the recovery cart shuts off the first time, wait 5 minutes. If the pressure on either the high or the low side rises above 0 psi, restart the recovery process. After the second shutoff, wait 2 minutes. If the pressure again rises above 0 psi, restart, and after shutoff, again wait 2 minutes. The process can be stopped when the pressure does not rise above 0 psi after 2 minutes. The engine can be shut off at this time. d. Remove the R-12 reclaim hose and the gauge set from the vehicle. Any repairs needed should be done at this time. If any components other than the compressor are replaced, they should be installed dry, and no extra oil should be added. 3. Install the Service Port Conversion Fittings Important: For GEO vehicles, skip to Step 4. Fitting installation is covered in that step. For vehicles that require a HPCOS, see Step 4. Some of these vehicles use a specific combination fitting to mount the HPCOS, which includes the high side service port fitting and the HPCOS port. The low side fitting is installed as detailed below. See "Platform Details" for further information. Important: A new tool kit, P/N J 39500-250, has been released. This kit contains the following items: ^ J 39500-71 Oil Injection Bottle Conversion Kit (includes 3 12 oz bottles, an extender tube, caps, and fittings) ^ J 39500-275 Tool kit, including the following: (See Figure 2) - J 34611-A Double ended valve core remover - J 25498-A High side adapter fitting - J 38702 Deep valve core adapter fitting Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6281 - J 41265 Thread cleaning wire brush - J 41266 Low side port thread restorer - J 41267 High side port thread restorer - J 39037 High side octagon socket - J 41256 Low side octagon socket New low profile, quick connect couplers, J 39500-20A (High side), and J 39500-24A (Low side), have been released as essential tools, to attach to the ACR4 (see Figure 3). These are much smaller couplers than the existing ones, and will allow attachment to the port fittings in much tighter quarters. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6282 Select and install the proper R-134a fittings (shown in Figure 4) from the chart below, based on how the ACR4 couplers will attach. Also, remember to check for proper hood clearance with the conversion fittings. Try the straight fittings first. The two-piece high side fitting is used when the existing fitting is screwed into the pipe fitting (some 1992, and nearly all 1993 models, use these fittings). Use the 90° elbow if the straight fitting does not allow the ACR4 couplers to connect. Fitting Type High Side Low Side Straight 52467941 52467943 Straight Two-piece 52467324 N/A 90° Elbow 52469054 52469055 The fittings should be installed as follows: a. Remove the caps from the R-12 fittings. Remove any dirt or grease from the port threads using the thread cleaning wire brush, J 41265. Inspect the fittings for thread damage. If any damage is found, use the port thread restorer (J 41266 low side, J 41267 high side) to repair the thread. For the two-piece fitting, remove the existing R-12 fitting and discard it. Use tool J 38704A (previously released, not part of the above kit) to remove the fitting. Make sure to hold the line securely to prevent damage when removing the existing fitting. If the fitting cannot be removed easily, use the saddle clamp valve listed below and seal the R-12 port and cap permanently. b. Install the selected fitting onto the existing R-12 fitting. Leave the valve core in the straight fittings, and remove the valve core when using the 90° fittings. If the valve cores need to be removed at a later time, they can be removed with the straight conversion fittings in place. On the low side straight fitting, use the J 34611-A tool to remove the core pin in the conversion fitting, then remove the core valve from the original R-12 fitting. Always recover the charge before valve core removal. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6283 Use the octagon sockets on the straight fittings (J 39037 high side, and J 41256 low side). Torque the new fitting until it seats. The fitting should seat fully BEFORE reaching 11 N.m (8 lb ft). If 11 N.m (8 lb ft) of torque is reached and the fitting has not seated, it is probable that the threads have been damaged. In this case, remove the fitting and use the thread restorer listed above. Reinstall the fitting, adding one drop of a thread locking compound such as Loctite(R) 242. The fittings (except the two-piece) have a thread locking compound applied to the threads. This compound will set up enough to restrict removal of the fitting in about 15 minutes. The fittings can now be used to evacuate the system (see Step 5). An additional type of conversion port fitting has been developed. This fitting is called a saddle clamp valve (see Figure 5). It can be clamped directly on a metal refrigerant line, and will be used if the existing fitting is damaged or is inaccessible. A drop of a thread locking compound, such as Loctite(R) 242, should be used on each bolt to prevent the threads from loosening. The R134a saddle clamp valve part numbers are: If an existing R-12 service port is not used, it must be rendered inoperative. Place several drops of a thread locking compound, such as Loctite(R) 243, in the valve core, and onto the cap threads. Secure the cap and let it set for 15 minutes. 4. Install Any Additional Parts Needed See "Platform Details" after Step 6. If a vehicle is listed as a "Basic Retrofit", no additional parts are required (except for compressors, see the Compressor Replacement Chart at the beginning of Platform Details). If no parts are required, PROCEED TO STEP 5. Compressors Compressors do not need to be replaced as part of a normal retrofit, unless indicated in the Compressor Replacement Chart. An R-12 compressor that is operating properly can, in most cases, be left in the vehicle when it is retrofitted to R134a. However, if a compressor failure is the reason the vehicle is in for service, and the vehicle will be retrofitted, OR if a vehicle has already been retrofitted with R-134a and the compressor fails at some time in the future, new compressors for use with R-134a are available. See the GMSPO Parts Catalog for specific part numbers. DO NOT use a replacement R-12 compressor for any vehicle retrofitted to R-134a (unless it is the new "oil-less" design). See "Compressor Availability" at the end of the Compressor Replacement Chart. Accumulator /Dryer If the vehicle is more than 5 years old, the Accumulator/Dryer (A/D) should be replaced to ensure that moisture is removed from the system. See the instructions for proper A/D identification in General Information. High Pressure Cut-Off Switch (HPCOS) Most trucks, and some 1984-93 B and D cars, require that a HPCOS be added to protect the refrigerant system during long idles at high temperature. The HPCOS kit (P/N 15981985) contains the switch, wire harness, heat sealing splice connectors, switch "0" ring, and installation instructions. A saddle clamp adapter (P/N 15985307), or a special dual fitting, is mounted to the high pressure line, and provides the port to mount the switch. A drop of a Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6284 thread locking compound, such as Loctite(R) 242, should be used on each bolt of the saddle clamp to prevent the threads from loosening. Some vehicles produced during the second half of the 1993 model year will already have a factory installed HPCOS. Check the back of the compressor for this switch. If present, the above switch will not have to be added. 5. Evacuate the System, and Recharge with PAG or V5 Retrofit Oil and R-134a Newly designed low profile quick connect couplers for the ACR4, J 39500-20A and J 39500-24A, have been released. These should be installed before proceeding with the evacuation. See Step 3, and Figure 3. a. Connect the R-134a cart (ACR4) to the system. Open the coupler valves on the hoses so that the pressures can be read on the gauges. On the cart, open the HIGH SIDE VALVE ONLY. DO NOT OPEN THE LOW SIDE VALVE! Program the cart for a 15 minute evacuation. Important: If the vehicle has been at outside temperatures of less than 50° F (10° C), or at high altitudes (above 3000 ft), use a 30 minute evacuation to insure complete removal of the R-12. If the vacuum pump will not start and a "H-P" reading is indicated on the ACR4 display, loosen the fitting at the high side line connection to the ACR4 to relieve pressure in the line. Tighten the fitting after pressure has been relieved. DO NOT USE THE RECOVERY MODE TO RELIEVE LINE PRESSURE. b. Start the evacuation. For a proper evacuation, the cart must pull down to 28-29 in. Hg. at sea level (reduce by 1 in. for each 1000 ft above sea level). Check the low side gauge for proper vacuum level, to make sure the new fittings are operating properly. While the evacuation is being done, the Retrofit label can be filled out and installed (see Step 6). Important: If the compressor was replaced at the same time as this retrofit, and the new compressor was shipped with the correct amount of PAG oil already in it, DO NOT add any additional oil to the system! Go to Step D. If an "oil-less" compressor was installed, add oil in Step C. A new retrofit oil for use with V5 compressor vehicles has been released. This oil will be used ONLY for retrofitted vehicles in which the original V5 compressor is retained. IT WILL NOT BE USED IF A COMPRESSOR IS REPLACED AT THE TIME OF THE RETROFIT. Failure to use this oil may significantly shorten the useful life of the compressor. Important: If the V5 Retrofit oil is not available from GMSPO, the compressor MUST BE REPLACED! To summarize the correct retrofit oil usage: ^ Compressor replaced during retrofit - NO OIL ADDED if new compressor shipped with oil - 8 oz. of PAG oil (9 oz of PAG oil with V5 compressor) added if compressor shipped without oil ("oil-less" design) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6285 ^ PAG oil used for future service if needed (mark PAG on box on label, Figure 6). ^ HR6 or R4 original compressor RETAINED - add 8 oz FAG oil to system ^ V5 original compressor RETAINED - add 9 oz V5 Retrofit oil to system. If V5 Retrofit oil is not available from GMSPO, REPLACE THE COMPRESSOR. c. Based on the above chart, add oil if needed. Use the new oil bottle and the extended tube kit, J 39500-71. Fill the bottle with at least 10 oz of oil. Attach the new bottle to the back of the ACR4, and open the oil fill valve. Allow the correct amount of oil to be drawn into the system. DO NOT allow the oil level to drop below the end of the pickup tube. This will prevent any air from being drawn into the system. If any oil was removed during the R-12 recovery evacuation steps, DO NOT add additional oil to replace it. d. Determine the correct amount of R-134a to use. Check the existing label of the vehicle for the R-12 charge amount. Use the formula {(R12 x .9) - .25 lb = R-134a} to determine the correct charge. This can also be stated as: Take 90% of the R12 charge, and subtract 1/4 lb. Follow the directions for the ACR4 cart to recharge the system. At the end of the process, "CPL" will be displayed. Close the high side valve. e. Start the vehicle, turn on the A/C system, and confirm that pressures are within normal operating ranges, as shown in the 1994 Service Manual. The 1994 Service Manuals can be used as a reference for diagnosis and specification of retrofitted systems. On some vehicles with automatic A/C controls or low charge diagnostics, the A/C compressor may not engage if any diagnostic codes were set during the retrofit. Check to see if any codes were set in either the HVAC or Engine Control systems. If they were, clear the codes following the directions in the Service Manual. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6286 f. TO INSURE AN ACCURATE CHARGE AMOUNT, IT IS IMPORTANT TO CLEAR THE ACR4 OF ANY REMAINING REFRIGERANT. Close the high side coupler valve and remove the high side hose from the vehicle. Then, open both the high and low side valves on the ACR4. After the pressures on both gages are at low side pressure, close the low side coupler valve. See Step G below, then remove the low side hose from the vehicle. Shut off the engine. Install the service port caps on the new fittings. These serve as a seal and can prevent system leaks. g. In the unlikely event that the low side fitting leaks when the coupler is removed, use the following procedure: 1. Immediately reinstall the coupler on the fitting. 2. Find the valve core remover J 34611-A. 3. Remove the coupler. 4. Use the double-ended valve core remover to turn the valve core pin counter-clockwise until the leak stops. 5. Install the cap. If the leak was substantial or continued for an extended period of time, it is highly recommended to evacuate and recharge the system to insure proper performance. If there is any question, the system can be rechecked by repeating Step F. h. Leak test any new port fittings, adapters, or valves that were installed, and any joints that were opened or repaired during the retrofit process, using tool J 39400. 6. Install the Retrofit Label The retrofit label (P/N 21030857, roll of 250) has been developed following SAF specifications to insure a smooth transition from R-12 to R-134a, and to insure a professional approach to the retrofit and a quality repair. Following the instructions in this bulletin will insure that the retrofit meets the SAE standards. Fill in the new label using a typewriter or a ball-point pen (see Figure 6). Select a location for the label that will be easily visible. Some suggested areas are the radiator support panel, an area near the existing R-12 charge label, or a flat surface near the high or low side service ports. The area selected should be a clean, underhood, painted sheet metal surface, and should be degreased and wiped down with a non-petroleum based cleaner. Do not install the label on a rubber surface. Apply the label, then apply the clear overlay to the label. Do not remove, cover, or render unreadable the existing R-12 charge label. DO cover the R-12 refrigerant charge amount on the existing label with an indelible, preferably black, marker. Platform Details Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6287 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6288 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6289 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6290 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6291 FOR ALL VEHICLES EXCEPT GEO, see the "Compressor Replacement Chart" at the end of this section. Compressor replacement requirements ARE NOT LISTED in the platform details (except for application details), except as noted below for Y car and P and Medium Duty truck. Compressor Replacement Chart Important: It is important to check the date code on the compressor. Any vehicle may have had a compressor replaced either during or after the warranty period. The date code will determine whether or not the compressor must be replaced. Compressor Availability A new compressor for use with R-134a systems will be shipped with the correct amount of PAG oil installed (see "IMPORTANT" below). Do not add any additional oil in Step 5 of the retrofit procedure if a compressor is to be replaced with a new R-134a compressor at the same time the initial retrofit is Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6292 being done. Important: During 1996, "oil-less" compressors began to be serviced with NO added oil. New part numbers will be issued, and both the box and the compressor will be clearly marked to indicate that no oil is present. If you receive one of these newer compressors, simply add the normal amount of oil to the system in Step 5 of the retrofit procedure (8 oz of PAG oil, or 9 oz of PAG oil with V5 compressor). These "oil-less" compressors are compatible with EITHER R12 or R-134a. Geo Models Compressors DO NOT HAVE TO BE REPLACED as part of the retrofit. New compressors are shipped with enough oil to accommodate the entire A/C system. Do not add additional PAG oil to the system it the compressor is being replaced. 1985-88 Nova, 1989-93 Prizm (S) 1. Using the Service Manual, remove the following components in the order given: a. Receiver/dryer. b. Loosen evaporator to compressor (suction) pipe (to be reinstalled) c. 1985-92 only: Loosen compressor to condenser (compressor discharge) pipe (to be reinstalled). d. 1985-88 only: Service Valve & Extension Housing on compressor (to be installed). e. Compressor (only if being replaced). 2. Using the Service Manual, install the following components in the order given. Be sure to use new 0-rings whenever a refrigerant connection has been disconnected. a. Compressor (if being replaced). b. High and low side adapter fittings (see Step 3 of the retrofit procedure for detailed installation instructions). c. 1985-88 only: Service Valve & Extension Housing on compressor using new 0-rings. Six small 0-rings and one large 0-ring are required. d. Evaporator to compressor (suction) pipe 0-ring. e. 1985-92 Compressor to condenser (discharge) hose 0-ring. f. Receiver/dryer and 0-rings. R-134a amount: 85-92 - 650 grams (1.43 lb) 93 - 700 grams (1.54 lb) PAG oil amount: 100 cc (3.0 oz) Parts Required: Receiver/dryer: 85-88 - 94855761 89-93 - 94855762 Adapter Fittings: Low Side - 94855760 High Side - 94855759 0-Rings: 85-88 Compressor - Small 0-rings (6 required) - 94857336 - Large 0-ring - 94857337 85-93 Receiver/Dryer (2) - 94845949 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6293 85-93 Suction hose - 94855765 85-92 Discharge hose - 94845943 1985-88 Sprint, 1989-93 Metro (M) 1. Using the Service Manual, remove the following components in the order given: a. Receiver/dryer. b. Evaporator to compressor (suction) pipe. c. Compressor to condenser (compressor discharge) pipe. d. Joint service connector on compressor (to be reinstalled). e. Compressor (only if being replaced). 2. Using the Service Manual, install the following components in the the order given. Be sure to use new 0-rings whenever a refrigerant connection has been disconnected. a. Compressor (if being replaced). b. High and low side adapter fittings (see Step 3 of the retrofit procedure for detailed installation instructions). c. Joint service connector to compressor. Use new 0-rings. Six small 0-rings and one large 0-ring are required. d. Evaporator to compressor (suction) pipe, and new 0-ring. e. Compressor to condenser (discharge) hose and new 0-ring. f. Receiver/dryer and 0-ring. R-134a amount: 500 grams (1.10 lb) PAG oil amount: 100 cc (3.0 oz) Parts Required: Receiver/dryer: 85-86 - 91172081 87-88 - 91172079 89-93 - 96068480 Adapter Fittings: Low Side - 91172092 85-88 - High Side - 91172094 89-93 - High Side - 52467941 0-Rings: Compressor - Small 0-rings (6 required) - 91172095 - Large 0-ring - 96068915 Receiver/Dryer (2) - 96068488 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6294 89-93 - Suction hose - 96068490 89-93 - Discharge hose - 96068489 Suction hose: 85-86 - 91172086 85-86 Dealer installed: 91172087 87-88 - 91172088 89-93 - w/turbo - 96069121 - w/o turbo - 91172089 Discharge hose: 85-86 - 91172082 85-86 Dealer installed: 91172083 87-88 - 91172084 89-93 - 96069024 1989-93 Tracker 1. Using the Service Manual, remove the following components in the order given: a. Receiver/dryer. b. Evaporator to compressor (suction) pipe. c. Compressor to condenser (compressor discharge) pipe. d. Joint service connector on compressor (to be reinstalled). e. Compressor (only if being replaced). 2. Using the Service Manual, install the following components in the order given. Be sure to use new 0-rings whenever a refrigerant connection has been disconnected. a. Compressor (if being replaced). b. High and low side adapter fittings (see Step 3 of the Retrofit procedure for detailed installation instructions). c. Joint service connector to compressor. Use new 0-rings. Six small 0-rings and one large 0-ring are required. d. Evaporator to compressor (suction) pipe, and new 0-ring. e. Compressor to condenser (discharge) hose and new 0-ring. f. Receiver/dryer and 0-ring. R-134a amount: 550 grams (1.21 lb) PAG oil amount: 100 cc (3.0 oz) Parts Required: Receiver/dryer - 91172080 Adapter, Low Side - 91172092 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6295 Adapter, High Side - 91172093 0-Rings: Compressor - Small (6) - 91172095 Large - 96068915 Receiver/dryer (2) - 96068488 Suction hose - 96068490 Discharge hose - 96068489 Suction hose - 91172091 Discharge hose - 91172085 1985-89 Spectrum and 1990-93 Storm (R) 1. Using the Service Manual, remove the following components in the order given: a. Condenser (Storm) or radiator grille (Spectrum) (to be reinstalled). b. Triple switch (Storm) or dual pressure switch (Spectrum) (to be reinstalled). c. Receiver/dryer. d. Evaporator to compressor (suction) pipe. e. Check valve from high side service valve (discard). f. Compressor (only if being replaced). 2. Using the Service Manual, install the following components in the order given. Be sure to use new 0-rings whenever a refrigerant connection has been disconnected. a. Compressor (if being replaced). b. High side adapter fitting (see Step 3 of the retrofit procedure for detailed installation instructions). Low Side - Part of suction hose c. Evaporator to compressor (suction) pipe, and new 0-rings. d. Receiver/dryer and 0-rings. e. Triple switch or dual switch, and new 0-ring. f. Condenser or radiator grille. R-134a amount: 91 - 500 grams (1.10 lb) 92-93 - 600 grams (1.32 lb) PAG oil amount: 150 cc (4.50 oz) Parts Required: Receiver/dryer: 85-89 - 97104795 90-91 - 97104797 92-93 - 97104798 Adapter, High Side: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6296 85-89 - 97104794 90-93 - 97104793 Adapter, Low Side: Part of Hose Asm. 0-rings: Receiver/dryer 85-91 - 94154048 92-93 - 94461700 Switch/pipe - 94461902 Suction hose: 85-86: 1.5L - 97104799; 1.6L - 97104800 90-93: 1.6L - 97104801; 1.8L - 97104803 B. General Information Several items affecting the performance and durability of the system should be considered: 1. Performance When performed properly, the retrofit from R-12 to R-134a will have minimal effect on the system's performance in most climatic conditions found in the United States and Canada. 2. Leakage Experience has shown that most leakage in an A/C system is due to leaks at the joints, or through a small leak in a hose, usually at the coupling. The R-134a molecules are smaller than R-12, and a small leak may result in a faster loss of refrigerant with R-134a. Because of this, it is very important to leak check all vehicles using the J 39400 leak detector, BEFORE the retrofit is performed, and repair any leaks found. "0" rings and hoses used in most GM vehicles are compatible with R-134a and do not need replacement during a retrofit. "0" rings or hoses installed in previous repairs may have been of non-compatible materials if GM parts were not used and will be more likely to deteriorate and leak than the original equipment materials. All "0" rings and hoses available through GMSP0 are compatible with R-134a. Remember that the normal policy is to replace the "0" rings whenever a joint is opened for any reason. 3. Desiccant You may have heard that the currently used desiccant in the accumulator is not compatible with R-134a. Extensive testing has shown that it is, in fact, suitable for use with R-134a, once it has been in service in an R-12 system. The accumulator in these models will not have to be changed during the retrofit procedure, unless the vehicle is more than 5 years old. Vehicles more than 5 years old should have the A/D replaced to add new desiccant for proper system drying. In the event that an accumulator/dryer (A/D) needs to be replaced on a retrofitted system in the future, only A/D's with XH-7 desiccant should be used. The service parts for the 1993 vehicles contain only XH-7 desiccant. The parts for the 1992 and older vehicles may contain either XH-5 or XH-7. Parts containing XH-7 can be identified (see Figure 1) by 1) an "A" printed on the top of the A/D; or 2) if there is a label on top of the A/D, there will be a square with an "A" inside; or 3) if there is a time code and date printed on top of the A/D just under the "Harrison" logo, the A/D contains XH-7. A/D's containing XH-5 can still be used on R-12 vehicles. 4. Improved Cooling Performance There have been service bulletins issued in the past with information improving the cooling performance of existing R-12 systems. These bulletins can also be used to improve the performance of retrofitted vehicles in high ambient temperature climates. 5. PAG or V5 Oil Compatibility Contrary to information published to date outside of General Motors, mineral oil and PAG or V5 oil ARE chemically compatible. The mineral oil left in the system after reclaiming the R-12 can remain in the system with no harmful effects. However, the mineral oil will not mix with the R-134a, and so will not circulate and perform its lubricating function. Testing has shown that most of the mineral oil will eventually collect in the Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6297 accumulator. The system will operate properly as long as refrigerant charge amounts are strictly adhered to. 6. Refrigerant Charge Level The retrofit R-134a charge level is more critical than with R-12 systems. Overcharging may push the mineral oil out of the AID, and cause it to circulate as a liquid. This is more likely to result in compressor damage. Undercharging may lead to loss of performance. It is very important to clear the hoses during the charging operation, to insure that all the refrigerant is delivered to the vehicle A/C system. This is covered in Step 6D of the Retrofit Procedure. C. Parts Information Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6298 Important: All of the following parts are NOT NEEDED for a normal retrofit. Follow the bulletin procedures to determine which parts you need! Individual vehicle kits are not necessary, since most of the parts are generic and only a few parts are needed for most vehicles. GEO Parts are listed in "Platform Details." Parts are currently available from GMSPO. D. Warranty Information 1. Vehicle Still Within the Original New Vehicle Limited Warranty Period When GM models for the years listed in the bulletin require repairs to the refrigerant system and the vehicles are still covered under the New Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6299 Vehicle Limited Warranty, dealers are instructed to proceed as follows: Important: On vehicles equipped with A/C systems NOT produced by GM (i.e., rear A/C systems in van conversions), consult the manufacturer of that A/C system for retrofit guidelines. ^ Offer the customer the option of repairing and recharging the system with R12, or retrofitting after repair and recharging with R-134a at no additional charge. ^ Provide the owner with, and review the information contained in, the "Converting Your Auto Air Conditioning System to Use the New Refrigerant" brochure. (Brochure, Form GM-0011, can be ordered free of charge from GM Fulfillment HQ, Phone 1-800-269-5100). ^ Record the customer's choice on the repair order and, as with all properly completed repair orders, ask the customer to sign on the appropriate line acknowledging the repairs requested. ^ Under no circumstances should the retrofit to R-134a be performed unless the customer has had the option explained prior to repair. Once the vehicle has been retrofitted to R-134a, a significant expenditure would be incurred to go back to R-12, in the event the customer has changed his/her mind. THIS OFFER APPLIES ONLY TO VEHICLES REQUIRING A/C REFRIGERANT SYSTEM REPAIRS UNDER THE TERMS OF THE NEW VEHICLE LIMITED WARRANTY. It is not a special policy, and any existing deductibles still apply. This is simply an option being offered to the customer during the warranty period at this time. GM reserves the right to terminate this offer at any time. If the R-12 refrigerant system does not require discharging for a warranty repair, but the customer requests a retrofit to R-134a, the retrofit WOULD BE PERFORMED AT THE CUSTOMER'S EXPENSE, EVEN DURING THE WARRANTY PERIOD. 2. Customer Paid Retrofitting Costs If the customer requests a retrofit to R-134a, for a specific vehicle whose retrofit parts and procedures have been released in this bulletin, the customer would be expected to pay the costs to retrofit under the following conditions: ^ The vehicle is no longer covered by the terms of the New Vehicle Limited Warranty. ^ The vehicle is covered by warranty, but the repair covered under the warranty does not require evacuating and recharging the refrigerant system. 3. Labor Time Information For Vehicles Repaired Under Warranty: Use existing labor operations for correcting the original condition. The quantity of R-134a used should be charged to the normal labor operation (not D4500), just as if it were R-12. Use D4500, 0.3 HR., to charge for parts and labor, for all of the following items: ^ Additional time for recovery of R-12 to meet SAE standards; ^ Install high and low side service port converter fittings; ^ Add PAG or V5 retrofit oil; ^ Complete label information and install. Add 0.2 hours to D4500 for installation of the HPCOS. Use T5321, 0.3 HR., for the Pontiac Bonneville hood seal installation. ANY PARTS OR LABOR TIME OTHER THAN THOSE LISTED ABOVE SHOULD BE CHARGED TO THE REGULAR LABOR OPERATION CORRESPONDING TO THE ORIGINAL CONDITION THAT 1S BEING REPAIRED. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins: > 631209 > May > 96 > A/C - R12 or R134a Service Recommendations Technical Service Bulletin # 631209 Date: 960501 A/C - R12 or R134a Service Recommendations File In Section: 1 - HVAC Bulletin No.: 63-12-09 Date: May, 1996 INFORMATION Subject: Service Issues for Vehicles with R12 or R134a Air Conditioning Systems Models: 1988-96 Passenger Cars and Trucks R12 Service Recommendations As you know, production of R12 refrigerant ceased on December 31, 1995. Although R12 will no longer be manufactured, there is a reserve supply of R12 available. This reserve, along with strict A/C repair service adherence to proper refrigerant recycling procedures, should assure continued availability to meet consumers' needs. R12 can and should continue to be used to service vehicles built with R12 A/C systems as long as it is available. If R12 is no longer available or affordable, a system retrofit utilizing R134a is recommended. R134a IS THE ONLY SUBSTITUTE REFRIGERANT RECOMMENDED BY GM FOR USE IN GM VEHICLE A/C SYSTEMS, AND THEN ONLY AFTER FOLLOWING THE PROPER RETROFIT PROCEDURES FOR THE SPECIFIC MODEL. All new vehicle manufacturers have chosen R134a for retrofit. One of the key reasons is to protect both the service industry and consumers from the high costs that would result from purchasing equipment necessary to service multiple refrigerants. This position also reduces the threat of recycled refrigerant contamination. GM currently offers a simple, low cost R12 to R134a retrofit on many of its late model, front wheel drive passenger cars. Dealers should discuss this capability with owners of these specific models, listed in Retrofit Corporate Bulletin # 43-12-07D, whenever a repair to the A/C refrigerant system is required. Early retrofit of these specific models will aid in prolonging availability of the R12 supply and provide dealer service technicians the opportunity to become more familiar with the proper procedures for performing a retrofit. Remember - R12 and R134a refrigerant are not interchangeable! They cannot be mixed together. In fact, despite the claims of some refrigerant manufacturers, no proposed R12 refrigerant substitute can be added to, mixed with or used to "top off" an R12 system. Under provisions of law covering the service of refrigerants, mixing dissimilar refrigerant products during service is prohibited. To Summarize GM R12 Service Policy 1. Service R12 vehicles with good quality new or recycled R12 as long as it is available. 2. Purchase R12 from a reliable supplier. GMSPO has a supply of high quality R12 available. Dealers are requested to use only R12 supplied by GMSPO for warranty repairs. This high quality refrigerant will insure system performance and avoid the possibility of introducing contaminated material into the customer's A/C system. 3. Carefully test recovered R12 using the PureGuard monitor. On recovery equipment not protected by the PureGuard, always test the recovery cylinder prior to recharging a vehicle A/C system. 4. Discuss the R12 to R134a retrofit option with owners of GM vehicles listed in Retrofit Corporate Bulletin # 43-12-07D. Provide owner with a copy of the pamphlet "Converting Your Auto Air Conditioning System to Use the New Refrigerant". 5. Become familiar with retrofit procedures and exercise care in the handling of dissimilar refrigerants to prevent contamination. R134A Service Recommendations When servicing a previously retrofitted vehicle, there is concern that if all of the R12 is not completely removed prior to the retrofit procedure, it could contaminate your R134a equipment and recovery tank when a subsequent A/C repair is performed. Although the number of retrofits being performed today is minimal, the volume will increase as R12 prices rise. GM Service Technology Group is in the process of field testing a new R134a refrigerant purity tester similar to the PureGuard R12 refrigerant tester you now use. This new tool will mount to your ACR4 R134a Recovery Recycle and Recharge cart and sample all R134a refrigerant prior to recovery. It is expected that testing of this tool will be completed this year. This new tool, the Pureguard 2, will also test vehicles and your recycle tank for air contamination, which is threatening A/C system performance. High levels of air have been found in the recovery tanks on a number of R12 and R134a recovery carts. Air contamination is caused by improper recovery Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins: > 631209 > May > 96 > A/C - R12 or R134a Service Recommendations > Page 6304 procedures and short-cutting refrigerant recycling times. Use the following procedure for testing and correcting air contamination in your A/C service equipment. 1. Make certain that the ACR4 equipment has not been used for at least 12 hours. It is recommended that the equipment be left in an area where the temperature will remain constant overnight to allow the temperature of the refrigerant in the tank to stabilize. 2. Record the surrounding air temperature next to the ACR4 refrigerant tank. Important: A major assumption is that the ambient air temperature next to the tank represents the refrigerant temperature in the tank. Failure to take care in measuring the temperature could result in unnecessary work. 3. Close both liquid (blue) and vapor (red) valves on the ACR4 tank. 4. Disconnect low side (blue) service hose from the back of the ACR4. 5. Slowly disconnect the tank vapor hose (red) from the back of the ACR4 and connect it to the low side service port. 6. Open the vapor (red) valve on the tank and record the tank pressure on the low side gage. 7. Restore hoses to the original position. 8. Referring to the Table, find the ambient temperature measured in Step 2. Compare the pressure reading from Step 6 to the "maximum allowable pressure". If the pressure reading from Step 6 is less than the "maximum allowable pressure", no further action is necessary. Important: The closer the tank pressure is to the desired tank pressure, the better the A/C system will perform. 9. If the pressure reading from Step 6 exceeds the maximum allowable pressure from the Table, open both tank valves and operate the ACR4 through 4 or 5 evacuation cycles. This will activate the automatic air purge to lower the tank pressure. Important: Station should not be connected to vehicle. 10. Repeat the tank pressure checking procedure the next day to determine if the pressure has been reduced to acceptable levels. If the tank pressure has been reduced but is not acceptable, cycle with ACR4 through more evacuation cycles and recheck the next day. Continue process until acceptable pressure is obtained. If the tank pressure is not reduced through the evacuation cycling, then Kent-Moore should be contacted at 1-800-345-2233. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins: > 531205 > May > 95 > Contaminated R12 Refrigerant - Testing & Handling Refrigerant: Technical Service Bulletins Contaminated R12 Refrigerant - Testing & Handling FILE IN SECTION: 1 - HVAC BULLETIN NO.: 53-12-05 DATE: May, 1995 SUBJECT: Contaminated R12 Refrigerant Testing and Handling MODELS: 1994 and Prior Passenger Cars and Trucks with R12 A/C Systems The J 39851 "PureGuard" R12 refrigerant monitor was recently shipped to all GM dealers as an essential tool to test R12 refrigerant. Dealers are strongly urged to install this protective device on their ACR3 or other R12 recovery equipment immediately. The PureGuard is easily installed on any recovery cart (20 minutes), requires no recovery cart modifications, is fully automatic (no training required) and does not increase the time required to perform normal A/C service procedures. Proper use of this tool can: ^ Prevent damage to your R12 recovery/recycling equipment. ^ Prevent contamination of previously recovered R12 in the recovery tank. ^ Prevent loss of your recovered R12 as contaminated refrigerant will activate automatic air purge system. ^ Prevent the spread of contaminated R12 to other vehicles you service. If your dealership has multiple R12 recovery stations which are not protected, use the PureGuard to check the refrigerant in these recovery tanks for contamination at least once each week. Simply connect the PureGuard blue service hose (that would normally be connected to the vehicle low side service port) to the red or vapor side of any recovery cart tank and run the test. It is also important to check a tank containing recovered/recycled material for purity before installation on your charging equipment. Even new R12 refrigerant purchased from sources other than GM should be tested for contamination prior to use. Sources of Contaminated R12 Refrigerant Since refrigerant testing has not been a standard practice in the mobile A/C repair industry, the amount of R12 refrigerant contamination is unknown. As R12 prices rise and supplies are depleted, it is anticipated that contaminated R12 refrigerant may become more prevalent from the following as well as other sources: ^ The use of R12 refrigerant substitutes without installation of unique service fittings and proper identification labeling. ^ Improper use of R12 substitutes, such as topping off R12 systems with R134a or other refrigerants available to "do-it-yourselfers". ^ Poor quality or contaminated new or reprocessed R12 refrigerant. R12 can and should continue to be used to service vehicles built with R12 as long as it is available. Combining any refrigerant with R12 results in a refrigerant mixture which cannot be used in an A/C system. R134a is the only substitute refrigerant approved by GM and should only be used when the appropriate retrofit service bulletin procedures are explicitly followed. Use of any other substitute refrigerant requires the purchase of additional dedicated recovery, recycling (if applicable) and charging equipment to service each substitute refrigerant used. However, you should know that the Environmental Protection Agency (EPA) has listed several products as acceptable replacements for R12 mobile A/C systems under the Significant New Alternatives Policy (SNAP). Some of these products are: R134a, R401c (a DuPont refrigerant blend) and FRIGC (another refrigerant blend). It is important to understand that the SNAP program only considers the health, safety and environmental characteristics of a chemical. It does not test for A/C system cooling performance or durability. That judgment is deferred to the vehicle manufacturer. Use of any R12 refrigerant substitute without dedicated service equipment, unique fittings, labels and refrigerant testing prior to recovery, could result in contamination of the R12 supply and the loss of the R12 recycling program. What To Do When Contamination is Detected Repeat the test to verify contaminated refrigerant is present. Clear the PureGuard following the instructions listed on the face panel, then perform a second test to verify that the vehicle A/C system contains contaminated or mixed refrigerant. Contact the vehicle owner to advise that previous A/C system repairs were apparently performed with an R12 refrigerant substitute. Suggest the owner Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins: > 531205 > May > 95 > Contaminated R12 Refrigerant - Testing & Handling > Page 6309 contact or return to the previous repair facility. Explain that environmental regulations prohibit repair facilities from discharging ozone depleting A/C refrigerants into the atmosphere. Explain that recovery of this unknown refrigerant could damage your service equipment. If the customer wishes to pursue repairs through your facility, it is recommended that the proper A/C service equipment be purchased. General Motors recommends the Kent-Moore J 41428 "Scavenger", an air operated refrigerant recovery station, be used to remove unknown refrigerants. The air operated feature reduces the hazard of recovering potentially flammable refrigerants. Dealers should evaluate the need to purchase the equipment based on the number of contaminated vehicles they encounter. As an alternative to the initial purchase of a recovery only station, dealers should check locally for A/C specialty shops which may have the equipment to service substitute or contaminated refrigerants. They may be able to provide contaminated refrigerant recovery service to the dealer. The GM Service Technology Group has tested a recovery procedure where a 15 or 30 pound DOT approved refillable tank is fully evacuated then connected to a vehicle A/C system to recover the charge. Testing has shown that even when the recovery tank is cooled down in dry ice, the procedure does not guarantee the entire charge will be recovered. Since EPA regulations require full recovery of ozone depleting substances, GM does not recommend this procedure. Contaminated Refrigerant Disposal Although A/C refrigerant testing and disposal have not been a service practice in the mobile A/C industry, It has been common in the stationary A/C service industry for many years. Listed at the end of this bulletin are companies that provide refrigerant disposal service for the stationary A/C industry. Please be advised that GM has not independently evaluated these companies and is not in any way endorsing or promoting the use of these companies. Each of these companies has expressed an interest in providing refrigerant disposal service to GM dealers. In working with the stationary A/C industry, these companies typically receive large volumes of different refrigerants that have been mixed together. Unfortunately, because the volume of material returned by the mobile A/C industry will be in much smaller quantities, the cost of handling will be greater. To arrange for return of the refrigerant, simply call the company nearest you using the phone number listed below. The company will advise you on billing and shipping procedures. Disposal cost will vary between $3.00 and $5.00 per pound plus freight and handling. Shipping charges will vary by distance and location. In general, a 7 to 10 day turn-around time on the tank can be expected. The tank can be shipped via common carrier. Documents that your refrigerant has been properly disposed of will be sent to you with the return of your tank. As an alternative, many dealerships already have contracts in place with a disposal company who manages their hazardous wastes. In these cases, the disposal service may agree to handle containers of mixed refrigerants. Initially, the local disposal companies may be surprised by this inquiry. They may want to evaluate how much material will be collected before deciding whether to provide this service. As we move forward with the practice of testing R12 refrigerant, it will take time for all the questions to be answered. STG will provide additional information as soon as it is available. Understanding The PureGuard The PureGuard is a highly sensitive instrument capable of detecting R12 with 3% or less cross-contamination with other refrigerants. Any refrigerant mixture in excess of this amount poses a threat to both your refrigerant supply and recovery equipment. The PureGuard uses a pass/fail approach when monitoring the refrigerant and is precisely calibrated to cut power to the recovery machine if it encounters R12 mixed with any substitute refrigerants. The PureGuard ignores the presence of the air, dyes or oils in the refrigerant sampled. At least 20 psi must be present in the vehicle's A/C system for the PureGuard to function. Otherwise, refrigerant cannot be introduced to the PureGuard's test chamber. If a vehicle's A/C system contains less than 20 psi, it is an indication that the vehicle's system is nearly depleted of refrigerant. Occasionally, erratic PureGuard operation or service code 002 display will be encountered when A/C system pressure is exactly 20 psi. If this occurs, simply cycle the on/off switch to reset the PureGuard. After the 30 second PureGuard warm-up cycle, proceed immediately with vehicle recovery operation. Feedback from the field has indicated PureGuard service code 002 will also be displayed if the oil drain port is not sealed. Make sure the "0" ring seal in the cap is in place and that the cap is tight. If the PureGuard fails to clear or if you experience any other problems operating the PureGuard, contact Kent-Moore Technical Service at 1-800-345-2233. The unit should not be returned without first contacting Kent-Moore to obtain return authorization. Refrigerant Disposal Locations: United States Refrigerant Reclamation Inc. 12420 North Green River Rd. Evansville, IN 47711 800-207-5931, FAX - 812-867-1463 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins: > 531205 > May > 95 > Contaminated R12 Refrigerant - Testing & Handling > Page 6310 Omega Refrigerant Reclamation 5263 North Fourth St. Irwindale, CA 91706 310-698-0991, FAX 310-696-1908 Refrigerant Management Svcs of Georgia 216 F. Atlanta Hwy. Cumming, GA 30130 Ph/FAX 800-347-5872 Refrigerant Reclaim Inc. 122 Old Stage Coach Rd. Dumfries, VA 22026 800-238-5902, FAX 703-441-0393 Gartech Refrigerant Reclamation Ctr. 2002 Platinum Garland, TX 75042 214-272-4070, FAX 214-272-8548 National Refrigerants, Inc. 11401 Roosevelt Blvd. Philadelphia, PA 19154 215-698-6620, FAX 215-602-8205 CFC Reclamation 1321 Swift North Kansas City, MO 64116 816-471-2511 Full Cycle-Global 550 James Street Lakewood, NJ 08701 908-370-3400, FAX - 908-370-3088 Refrigerant Reclaim Svcs, Inc. dba Full Cycle-Global 121 S. Norwood Drive Ft. Worth, TX 76053-7807 817-282-0022, FAX - 800-831-6182 Full Cycle-Global 2055 Silber, Ste. 109 Houston, TX 77055 713-681-7370, FAX - 713-681-9947 Full Cycle-Global 343 South Airline Hwy. Gonzales, LA 70737 504-644-5303, FAX - 504-644-1809 Full Cycle-Global 2966 Wireton Blue Island, IL 60406 708-388-8551, FAX - 708-388-8550 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins: > 431215 > Nov > 94 > A/C - R134a Leak Detection With Tracer Dye Refrigerant: Technical Service Bulletins A/C - R134a Leak Detection With Tracer Dye File In Section: 1 - HVAC Bulletin No.: 43-12-15 Date: November, 1994 Subject: R134a Leak Detection with Tracer Dye Models: All 1993-95 Vehicles with OEM R134a Systems All R12 Vehicles Retrofitted to R134a Systems R134a refrigerant is uniquely different from R12 refrigerant and requires some changes in the repair methods, tools and materials used in A/C service. Two important differences between R134a and R12 which affect the technicians ability to locate refrigerant leaks are: 1. The R134a molecule is smaller than the R12 molecule and therefore will leak through smaller openings. For the same size opening the smaller R134a molecule will leak out faster than the R12. 2. R134a refrigerant does not contain chlorine which the older R12 electronic leak detectors found very easy to identify. Many of today's electronic leak detectors have difficulty locating small R134a refrigerant leaks. In order to insure the highest quality in A/C system service, the J 39400 electronic leak detector was released as an essential tool for all GM dealers. This is the only refrigerant leak detector approved by GM for service on R134a vehicles. If maintained properly (Reference Bulletin No. 431218) and used in accordance with Service Manual procedures, the J 39400 will provide the most accurate and efficient method of locating R134a refrigerant leaks under most conditions. If the technician cannot find the leak with the J 39400 and the system is known to have lost charge, a new fluorescent leak tracer dye Kent-Moore* P/N J 41447, has been released that mixes with the R134a PAG oil. This dye is detectable through the use of an ultraviolet (black) light and glows yellow/green at the leak location (similar to using dye in engine leak detection). J 41447 IS THE ONLY APPROVED DYE BY GENERAL MOTORS. Not all R134a dyes are compatible with GM's PAG oil. Some dyes decrease the oil viscosity or chemically react with the oil. Use of alternate products may affect system reliability and cause premature compressor failure. Note: THIS DYE IS NOT TO BE USED IN R-12 SYSTEMS. Unlike mineral oil, the R134a PAG oil has special properties the technician should keep in mind. 1. PAG oil is water soluble and traces of PAG oil found at leaking joints are subject to "washing out". Condensation on refrigerant lines or the evaporator core may wash the PAG oil and leak dye off the line or off the core and out the condensate drain. This can make some leaks harder to find using the dye detector. Fluorescence at the drain opening would indicate a core leak. 2. Use of the R134a tracer dye requires time. Depending upon the leak rate, it may take between 15 minutes and 7 days for the leak to become visible. 3. The dye, mixed with the PAG oil, is retained in the system and is detectable for 2+ years. Do not double or triple charge the system with dye as this may cause reliability concerns. Use only the 1/4 oz. charge. The dye has a refrigerant leak detection notice sticker included with the package. Complete the sticker information and place near the charge label. Dye Injection R-134a dye can be injected two ways: 1. With the A/C system charged, use the instructions provided with the new R134a leak dye injection tool, J 41436. 2. With A/C system discharged, add dye into the newly replaced component assembly. It is important to note that it is normal to find oil traces at the compressor shaft seal during compressor operation, some oil will hydraulically seep past the shaft seal. This does not mean that the shaft seal is defective or that the refrigerant has leaked. Refrigerant leaks at the shaft seal should be verified with the electronic leak detector (J 39400) following the procedure detailed in the Service Manual. If, however, the amount of oil is excessive, the shaft seal is suspect and should be replaced. (For example, refrigerant oil has coated the clutch plate edge at gap between clutch and pulley, or oil slinging has occurred-oil line shows on underside of hood, etc.). Also, after working on A/C components with dye, it is important to wipe the joint and/or access ports clean of any residual dye with GM solvent (GM Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins: > 431215 > Nov > 94 > A/C - R134a Leak Detection With Tracer Dye > Page 6315 P/N 1050436) to prevent false diagnosis at a later point. * We believe this source and their equipment to be reliable. There may be additional manufacturers of such equipment. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or equipment from these firms or for any such items which may be available from other sources. Parts Information GM solvent, P/N 1050436, is currently available from GMSPO. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins: > 431223 > Sep > 94 > A/C Refrigerant - Contamination Refrigerant: Technical Service Bulletins A/C Refrigerant - Contamination File In Section: 1 - HVAC Bulletin No.: 43-12-23 Date: September, 1994 Subject: Contaminated A/C Refrigerant Models: 1994 and Prior Passenger Cars and Trucks with R12 Air Conditioning Systems Government regulations limit the production of R12 refrigerant, commonly referred to as Freon, during 1994/1995 and restrict manufacture of new R12 material effective January 1, 1996. As R12 prices rise and supplies are depleted, it is anticipated non-approved substitute refrigerants and/or poor quality R12 material sold as new or reprocessed may become more prevalent. The Mobile Air Conditioning Society (MACS) recently expressed concern over reports of the sale of R12 refrigerant containing as high as 15% contamination by R22, a refrigerant commonly used in stationary home systems but unsuitable for use in mobile units. GM dealers should be careful to protect against contaminating their existing supplies of R12 or the A/C systems in customers' vehicles they service by dealing with reputable suppliers. All R12 refrigerant purchased for warranty repairs should be purchased through GM SPO to ensure GM quality standards are met. The use of non-approved R12 refrigerant substitutes, some of which contain flammable materials, has also been reported by MACS. These products are available to "do-it-yourselfers" who, in many cases, believe they are harmless replacements for the small cans of R12 used so commonly in the past. Once added to the A/C system, the vehicle can no longer be serviced using R12 recovery/recycling equipment without: - Risking permanent damage to recovery/recycling equipment - Contaminating the previously recovered R12 material in the recovery tank - Spreading the contamination when the recovered material is used to charge other vehicles or - Possible loss of the recovered material if the contaminated level is high enough to activate the air purge system Contaminated refrigerant also impacts customer satisfaction through poor vehicle A/C performance and loss of A/C system compressor/component durability. System or component failure resulting from the use of refrigerant which does not meet GM specification is not covered by the "New Vehicle Warranty". Unfortunately, there is no simple method to identify if a "do-it-yourselfer" or repair shop has added to or recharged a system with a non-approved refrigerant. The inability to protect against the spread of contaminated refrigerant threatens the recycling program and the industry's desire to maximize use of the remaining R12 supply. Beginning in 1993, General Motors STG, Harrison Division, Research Labs and Kent-Moore worked in conjunction with suppliers of various technologies to develop a tester to identify contaminated refrigerant in vehicle A/C systems before recovery. During development of the technology, several dealer service manager focus group studies were conducted to identify design features to best suit dealership needs. The discussions and surveys clearly indicated the desire for a dedicated instrument, permanently mounted to the refrigerant recovery cart to ensure ALL vehicles are automatically tested prior to recovering refrigerant. Testing ALL refrigerant for contamination prior to recovery is the ONLY means to ensure customer satisfaction, protect recovery equipment and avoid unintentional venting of refrigerant by your dealership. General Motors has evaluated all available technology for this project and only the J 39851 R12 "Pureguard" meets General Motors' specifications. The J 39851 R12 Pureguard Refrigerant Monitor has been classified as an essential tool and will be shipped by Kent-Moore to your dealership beginning in September of 1994. The essential price of the R12 "Pureguard" is $561 (for Canadian dealers the price is $800 Canadian). If your dealership has multiple R12 recovery equipment, additional units may be ordered from Kent-Moore for $561 at 1-800-345-2233. Features of the R12 "Pureguard" include: - Universally mounts to R12 Recovery Equipment - Automatically interrupts power to the Recovery Equipment when contaminated refrigerant is identified - Fully automatic design does not require technician action, training or interpretation - LCD displays Pureguard functions Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins: > 431223 > Sep > 94 > A/C Refrigerant - Contamination > Page 6320 - Meets GM contamination sensitivity requirements - Self calibrating - Micro-processor controlled - Audio alarm alerts technician Other Refrigerant Identifiers are being advertised which may be available this A/C season. However, ONLY the Kent-Moore J 39851 R12 "Pureguard" meets General Motors' current specifications which ensure recovered refrigerant is compatible with General Motors vehicles and General Motors approved recovery systems. An R134a Pureguard Refrigerant Identifier is currently under development and is anticipated to be available in early 1995. The contamination of R134a refrigerant is not expected to be a concern until the program to retrofit R12 vehicles to R134a becomes more widely used. Future bulletins will be issued to address the recovery and disposal of contaminated refrigerant. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins: > 331226 > Jan > 94 > A/C - Retrofitting R-12 Vehicles to R-134A Refrigerant: Technical Service Bulletins A/C - Retrofitting R-12 Vehicles to R-134A Group Ref.: HVAC Bulletin No.: 331226 Date: January, 1994 INFORMATION SUBJECT: RETROFITTING R-12 VEHICLES TO R-134a MODELS: 1994 AND PRIOR YEARS, PASSENGER CARS AND TRUCKS WITH R-12 A/C SYSTEMS There has been a great deal of information presented by the media regarding the need to retrofit vehicles produced with R-12, to a substitute refrigerant. This bulletin will outline GM's position and future plans on this subject. Most important, there is currently NO requirement to retrofit any R-12 vehicle. Vehicles built with R-12 can be serviced with R-12, as long as the refrigerant is available. At some point in time, R-12 may become either too scarce or too expensive to economically justify service on some vehicles with R-12. By that time, GM will provide you with instructions on retrofitting those vehicles from R-12 to R-134a. GM vehicle divisions, platforms, and component suppliers have been actively working on the details of retrofitting R-12 vehicles. An enormous amount of work is required to determine how hundreds of vehicle models can be satisfactorily retrofitted. Additional information will be provided as it becomes available. The following items contain important technical information that should answer many of the questions, and correct some misconceptions reported in the media. SUBSTITUTE REFRIGERANTS R-134a is the only approved substitute refrigerant that GM recommends and it should only be used if a complete retrofit procedure has been performed. None of the other refrigerants currently being marketed as replacement or drop-in substitutes for R-12 are approved for use in GM vehicles. R-12 and R-134a are not interchangeable. R-134a cannot be added to fill a low R-12 system. The combination of the two materials can cause high system pressures, which could cause damage to the system. Retrofitting an R-12 vehicle to R-134a requires careful preparation to insure that neither the vehicle nor the A/C service equipment has become contaminated. RESIDUAL MINERAL OIL The concern that mineral oil is chemically incompatible with R-134a and/or PAG lubricant has been proven to be untrue. A normal charge of mineral oil left in the A/C system after a retrofit to R-134a will not damage the system. Mineral oil, however, does not mix well with R-134a, and will not provide adequate lubrication. Tests on both the orifice tube and TXV systems show that the mineral oil parks in places such as the accumulator, and does not appreciably affect performance or damage the system. The retrofit service bulletin will specify the correct oil to be used. It is important that this oil recommendation be followed carefully. RESIDUAL R-12 Residual R-12 left in a system, due to improper retrofit service procedures, may result in system damage unless the residual R-12 is kept below the 2 percent limit specified by the Society of Automotive Engineers' Specification J-1661. New service methods are being developed to minimize the level of R-12 remaining in the A/C system after the retrofit procedure is completed. Following these new procedures will be critical to insure that the above limits are met. SYSTEM FLUSHING R-11, a material commonly used as an A/C system flushing solvent, has been found to be chemically incompatible with PAG lubricant. Technicians should be aware that residual R-11 remaining in an R-12 system will be very damaging if the vehicle is retrofitted to R-134a later in its life. For many years GM has recommended the use of in-line filters as an alternative to system flushing. SYSTEM FLUSHING, USING EITHER R-11 OR ANY OTHER FLUSHING MATERIAL, IS NOT APPROVED BY GM FOR ANY A/C SYSTEM. DESICCANT PROTECTION Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins: > 331226 > Jan > 94 > A/C - Retrofitting R-12 Vehicles to R-134A > Page 6325 It has been reported that the desiccant (moisture absorption material) used in 1992 and older R-12 A/C systems is incompatible with R-134a and PAG oil. The older desiccant was designed specifically for R-12 systems, but testing has shown that it is NOT necessary to replace the older desiccant just because the vehicle is being retrofitted to R-134a. 1993 and newer GM vehicles use desiccant designed to be compatible with both R-12 and R-134a systems. The amount of desiccant used in most GM vehicles is designed to last for at least seven years. To help maintain adequate protection for vehicles that must be retrofitted, it is recommended that the accumulator/dryer, which contains the desiccant, be replaced if the vehicle is more than five years old. "O" RINGS While continuing to service with R-12, be sure to use "O" rings and seal materials which are compatible with R-134a and PAG oil. This practice will eliminate concern in case the vehicle requires retrofitting later in its life. All "O" rings and seal materials available from GMSPO are compatible with R-134a systems. RETROFITTED SYSTEM PERFORMANCE Currently, it appears that for most GM vehicles, the retrofit procedure will require minimal changes to the existing system. Some vehicles may need additional parts and/or procedures to provide acceptable performance and/or durability. Our testing has shown that vehicles that have undergone recommended retrofit procedures will, in most climatic conditions, be minimally affected in terms of A/C performance. SERVICE POLICY Basic service policy is as follows: During Warranty - If an R-12 produced vehicle A/C system must be repaired or recharged under warranty, repairs will be completed using R-12. If R-12 is unavailable or unaffordable, GM will notify the dealer body and will pay for the warranty repair and the retrofit to R-134a. NOTE: It a customer requests that an in-warranty vehicle be converted to R-134a, and the R-12 system is functioning properly, the customer will be expected to pay for the retrofit. Out of Warranty - The cost of the conversion will be the responsibility of the customer. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins: > 331228 > Dec > 93 > A/C - Refrigerant Production Change R12 to R134a Refrigerant: Technical Service Bulletins A/C - Refrigerant Production Change R12 to R134a Group Ref.: HVAC Bulletin No.: 331228 Date: December, 1993 INFORMATION SUBJECT: REFRIGERANT CHANGE IN PRODUCTION VEHICLES EQUIPPED WITH AIR CONDITIONING (RPO C60) MODELS: 1994 CHEVROLET CAVALIER 1994 PONTIAC SUNBIRD Vehicles produced on and after January 3, 1994 equipped with air conditioning (RPO C60) will be charged with R134a. This includes vehicles produced at both the Lordstown and Ramos assembly plants. To identify this change, the vehicles charged with R134a will have the RPO code KR1 in addition to RPO code C60. Also, an underhood sticker will indicate the use of R134a and proper charge amount. With the exception of the special tools needed to service R134a, service diagnostics and procedures are generally the same as vehicles previously produced with R12. This information can be located in Section 1B of the appropriate service manual. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins: > 922501A > Aug > 92 > A/C - Use of Alternate Refrigerants In CFC 12 Refrigerant: Technical Service Bulletins A/C - Use of Alternate Refrigerants In CFC 12 Number: 92-250-1A Section: 0A Date: AUGUST 1992 Corporate Bulletin No.: 231205 ASE No.: A7 Subject: USE OF ALTERNATE REFRIGERANTS IN CFC 12 REFRIGERANT MOBILE AIR CONDITIONERS Model and Year: GALL MODEL YEARS - ALL PASSENGER CARS AND TRUCKS INCLUDING GEO A number of inquiries have been received concerning the use of "alternate refrigerants" as a replacement for R-12 refrigerant in General Motors air conditioning systems. Regardless of any advertised claims, there are currently no substitutes for refrigerant R-12 approved by General Motors. At the present time, only new or recycled R-12 is approved for use in General Motors R-12 air conditioning systems. Based on studies performed to date, the use of "alternate refrigerants" in General Motors R-12 air conditioning systems may result in higher system pressures, higher leak rates or incompatibility with drying and sealing materials. System performance and reliability may also be affected. Service equipment manufacturers have indicated that cross-contaminating R-12 recovery/recycling equipment with "alternate refrigerants" may damage the equipment. General Motors supports the Society of Automotive Engineers recommended service procedures for recovery and recycling of R-12. The use of known "alternate refrigerants" without proper service practices for identifying vehicle systems containing these "alternate refrigerants" and dedicated recovery equipment to service those vehicles will contaminate the recycled supply of R-12 refrigerant. Contamination of the recycled R-12 refrigerant makes the refrigerant unusable for recharging air conditioning systems and could jeopardize the recycling program. At the present time, General Motors has not approved any "alternate refrigerant" for R-12 in R-12 air conditioning systems. Therefore, R-12 systems should continue to be serviced with new or recycled R-12 only. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins: > Page 6334 Refrigerant: Technical Service Bulletins A/C - Contaminated R134A Refrigerant Bulletin No.: 06-01-39-007 Date: July 25, 2006 INFORMATION Subject: Contaminated R134a Refrigerant Found on Market for Automotive Air-Conditioning Systems Models: 2007 and Prior GM Passenger Cars and Trucks (including Saturn) 2007 and Prior HUMMER H2, H3 2007 and Prior Saab 9-7X Attention: This bulletin should be directed to the Service Manager as well as the Parts Manager. Commercially Available Contaminated R134a Refrigerant Impurities have been found in new commercially available containers of R134a. High levels of contaminates may cause decreased performance, and be detrimental to some air-conditioning components. Accompanying these contaminates has been high levels of moisture. Tip: Excessive moisture may cause system concerns such as orifice tube freeze-up and reduced performance. Industry Reaction: New Industry Purity Standards Due to the potential availability of these lower quality refrigerants, the Society of Automotive Engineers (SAE), and the Air Conditioning and Refrigeration Industry (ARI) are in the process of instituting reliable standards that will be carried on the labels of future R134a refrigerant containers. This identifying symbol will be your assurance of a product that conforms to the minimum standard for OEM Automotive Air-Conditioning use. How Can You Protect Yourself Today? It is recommended to use GM or ACDelco(R) sourced refrigerants for all A/C repair work. These refrigerants meet General Motors own internal standards for quality and purity, insuring that your completed repairs are as good as the way it left the factory. Parts Information The part numbers shown are available through GMSPO or ACDelco(R). The nearest ACDelco(R) distributor in your area can be found by calling 1-800-223-3526 (U.S. Only). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > Technical Service Bulletins: > Page 6335 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 99-01-39-004C > Jun > 09 > Technical Service Bulletins for Refrigerant: > 08-01-38-001 > Jan > 08 > A/C - Refrigerant Recovery/Recycling/Equipment Refrigerant: Technical Service Bulletins A/C - Refrigerant Recovery/Recycling/Equipment Bulletin No.: 08-01-38-001 Date: January 25, 2008 INFORMATION Subject: Information On New GE-48800 CoolTech Refrigerant Recovery/Recharge Equipment Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks (Including Saturn) 2008 and Prior HUMMER H2, H3 2005-2008 Saab 9-7X Attention: This bulletin is being issued to announce the release of GM approved Air Conditioning (A/C) Refrigerant Recovery and Recharging Equipment that meets the new Society of Automotive Engineers (SAE) J2788 Refrigerant Recovery Standards. The ACR2000 (J-43600) cannot be manufactured in its current state after December 2007 and will be superseded by GE-48800. The new J2788 standard does not require that GM Dealers replace their ACR2000 units. ACR2000's currently in use are very capable of servicing today's refrigerant systems when used correctly and can continue to be used. Details regarding the new SAE J2788 standard are outlined in GM Bulletin 07-01-38-004. Effective February 1 2008, new A/C Refrigerant Recovery/Recharging equipment (P/N GE-48800) will be released as a required replacement for the previously essential ACR2000 (J-43600). This equipment is SAE J2788 compliant and meets GM requirements for A/C Refrigerant System Repairs on all General Motors vehicles, including Hybrid systems with Polyolester (POE) refrigerant oil. This equipment will not be shipped as an essential tool to GM Dealerships. In addition, this equipment is Hybrid compliant and designed to prevent oil cross contamination when servicing Hybrid vehicles with Electric A/C Compressors that use POE refrigerant oil. The ACR2000 (J-43600) will need to be retrofitted with a J-43600-50 (Hose - ACR2000 Oil Flush Loop) to be able to perform Hybrid A/C service work. All Hybrid dealers will receive the J-43600-50, with installation instructions, as a component of the Hybrid essential tool package. Dealerships that do not sell Hybrids, but may need to service Hybrids, can obtain J-43600-50 from SPX Kent Moore. Refer to GM Bulletin 08-01-39-001 for the ACR2000 Hose Flush procedure. The High Voltage (HV) electric A/C compressor used on Two Mode Hybrid vehicles uses a Polyolester (POE) refrigerant oil instead of a Polyalkylene Glycol (PAG) synthetic refrigerant oil. This is due to the better electrical resistance of the POE oil and its ability to provide HV isolation. Failure to flush the hoses before adding refrigerant to a Hybrid vehicle with an electric A/C compressor may result in an unacceptable amount of PAG oil entering the refrigerant system. It may cause a Battery Energy Control Module Hybrid Battery Voltage System Isolation Lost Diagnostic Trouble Code (DTC P1AE7) to be set. Additionally, the A/C system warranty will be voided. Warranty Submission Requirements The Electronically Generated Repair Data (snapshot summary) and printer functions have been eliminated from the GE-48800. The VGA display and temperature probes were eliminated to reduce equipment costs. As a result, effective immediately the 18 digit "Snapshot/Charge Summary" code is no longer required for Air Conditioning (A/C) refrigerant system repairs that are submitted for warranty reimbursement. The charge summary data from before and after system repairs will continue to required, but documented on the repair order only. Both high and low pressures and the recovery and charge amounts should be noted during the repair and entered on the repair order. If using ACR2000 (J-43600), the "Snapshot/Charge Summary" printouts should continue to be attached to the shops copy of the repair order. The labor codes that are affected by this requirement are D3000 through D4500. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 99-01-39-004C > Jun > 09 > Technical Service Bulletins for Refrigerant: > 06-01-39-007 > Jul > 06 > A/C - Contaminated R134A Refrigerant Refrigerant: Technical Service Bulletins A/C - Contaminated R134A Refrigerant Bulletin No.: 06-01-39-007 Date: July 25, 2006 INFORMATION Subject: Contaminated R134a Refrigerant Found on Market for Automotive Air-Conditioning Systems Models: 2007 and Prior GM Passenger Cars and Trucks (including Saturn) 2007 and Prior HUMMER H2, H3 2007 and Prior Saab 9-7X Attention: This bulletin should be directed to the Service Manager as well as the Parts Manager. Commercially Available Contaminated R134a Refrigerant Impurities have been found in new commercially available containers of R134a. High levels of contaminates may cause decreased performance, and be detrimental to some air-conditioning components. Accompanying these contaminates has been high levels of moisture. Tip: Excessive moisture may cause system concerns such as orifice tube freeze-up and reduced performance. Industry Reaction: New Industry Purity Standards Due to the potential availability of these lower quality refrigerants, the Society of Automotive Engineers (SAE), and the Air Conditioning and Refrigeration Industry (ARI) are in the process of instituting reliable standards that will be carried on the labels of future R134a refrigerant containers. This identifying symbol will be your assurance of a product that conforms to the minimum standard for OEM Automotive Air-Conditioning use. How Can You Protect Yourself Today? It is recommended to use GM or ACDelco(R) sourced refrigerants for all A/C repair work. These refrigerants meet General Motors own internal standards for quality and purity, insuring that your completed repairs are as good as the way it left the factory. Parts Information The part numbers shown are available through GMSPO or ACDelco(R). The nearest ACDelco(R) distributor in your area can be found by calling 1-800-223-3526 (U.S. Only). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 99-01-39-004C > Jun > 09 > Technical Service Bulletins for Refrigerant: > 06-01-39-007 > Jul > 06 > A/C - Contaminated R134A Refrigerant > Page 6349 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 99-01-39-004C > Jun > 09 > Technical Service Bulletins for Refrigerant: > 99-01-38-006A > May > 00 > A/C - Refrigerant Recovery/Recharge Equipment Refrigerant: Technical Service Bulletins A/C - Refrigerant Recovery/Recharge Equipment File In Section: 01 - HVAC Bulletin No.: 99-01-38-006A Date: May, 2000 WARRANTY ADMINISTRATION Subject: J-43600 ACR 2000 Essential Refrigerant Recovery/Recharge Equipment Models: 1993-2000 Passenger Cars and Light Duty Trucks with R-134a Refrigerant This bulletin is being revised to change the effective date and to update the text. Please discard Corporate Bulletin Number 99-01-38-006 (Section 01 - HVAC). Effective June 1, 2000, the use of J-43600 ACR 2000 will be required on all repairs that require A/C system recovery and are reimbursable by GM. Additionally, GM highly recommends that J-43600 ACR 2000 be used on all GM cars and trucks for customer paid A/C repairs. Important: Also effective June 1, 2000, the "Add" time for all air conditioning recovery is revised to 0.5 hours for front systems and 0.7 hours for front/rear dual systems (RPO C69 or C34). After June 1, 2000, all air conditioning claims submitted with the 0.9 hours "Add" time will be rejected for "labor hours excessive". After the completion of repairs (charging), the ACR 2000 will prompt the user to perform a snapshot of the air conditioning system operating data. The snapshot includes: ^ Maximum high side pressure. ^ Minimum low side pressure. ^ Duct outlet temperatures (2). ^ Refrigerant purity information. This information is captured on a paper printout and in a warranty code. For all GM paid repairs, the paper printout should be attached to the shop copy of the repair order. The warranty code must be submitted in the warranty claim information in the comments field. The code enables the reporting of valuable information about the repair to GM for product quality improvement. Claims submitted without this information may be subject to review and subsequent debit. The required use of J-43600 ACR 2000 raises the question of the acceptable uses for any existing recovery/recycle equipment that GM dealers are currently using. GM recognizes that many of the previously essential ACR4's are reaching the end of their useful life. There are several alternatives for existing equipment that may be considered: ^ Use the existing equipment as customer paid recovery only equipment. Example: Collision repair area. ^ Use the existing equipment as a scavenger unit for contaminated A/C systems. ^ Sell the existing units to repair facilities outside the GM dealer network. ^ Discontinue the use of the existing units if the repair/maintenance costs exceed the value of the equipment. ^ Donate the existing equipment to local technical schools. ^ Dedicate the ACR4 to A/C system flushing, using the J-42939 Flush Adapter. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 99-01-39-004C > Jun > 09 > Technical Service Bulletins for Refrigerant: > 99-01-38-006A > May > 00 > A/C - Refrigerant Recovery/Recharge Equipment > Page 6354 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 99-01-39-004C > Jun > 09 > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a Technical Service Bulletin # 431207E Date: 970101 A/C - Retrofitting R-12 to R-134a File In Section: 1 - HVAC Bulletin No.: 43-12-07E Date: January, 1997 INFORMATION Subject: Guidelines for Retrofitting R-12 Vehicles to R-134a Models: 1984-94 Passenger Cars and Trucks (See List Below) This bulletin is being revised with the following changes: 1. Addition of all remaining GM vehicles, as listed. 2. Format rearranged for easier use. Please discard Corporate Bulletin Number 43-12-07D (Section 1 - HVAC). Car/Truck Platform Coverage Starts: 1984 - A, B, D, E, F, J, K, P, Y Carlines 1985 - C, M, N, R, S Carlines 1986 - H Carline 1987 - L, V (Allante) Car lines; M/L, G, R/V, S/T, P Truck lines 1988 - T (LeMans), E (Reatta), W Car lines; C/k, MED. Duty Truck lines 1989 - Tracker 1990 - U Van Vehicles Not Covered: T (Chevette and T1000), G RWD, C RWD, and X Car If a vehicle is not covered in the list above, GM's recommendation is that the vehicle continue to be serviced with R-12. This bulletin outlines the detailed retrofit procedures, as well as providing background information on many components and procedures. It is important to follow the bulletin, since each car and truck line has unique parts and procedures. However, the basic procedure is simple, and will become easier as you complete more retrofits. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 99-01-39-004C > Jun > 09 > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6359 Retrofit Requirements The customer should be reminded that there is NO requirement in the U.S. to retrofit any vehicle produced with R-12. Vehicles built with R-12 can be serviced with R-12 as long as it is available (except in certain Canadian Provinces). GM has taken steps to extend the supply of R-12 and recommends that all R-12 vehicles continue to be serviced with R-12 as long as it is available. Training Video Before doing a retrofit the first time, it is recommended that you view the Certified Plus Training Video, Program number 51010.15, "R-134a Retrofit for GM Cars and Trucks". Table of Contents A. Retrofit Procedure 1. Inspect Condition of Vehicle 2. Recover the R-12 (new method) 3. Install the service port conversion fittings 4. Install any additional parts needed 5. Evacuate and recharge with new PAG or V5 retrofit oil and R-134a 6. Install the retrofit label Platform Details Compressor Replacement Chart B. General Information 1. Performance 2. Leakage 3. Desiccant 4. Improved Cooling Performance 5. PAG or V5 Oil Compatibility 6. Refrigerant Oil Level Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 99-01-39-004C > Jun > 09 > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6360 C. Parts Information D. Warranty Information 1. Vehicle Still in Warranty 2. Customer Paid' Retrofitting Costs 3. Labor Time Information Notes on Retrofit Important: Before proceeding with any retrofit, make sure you have all component Parts required on hand to perform a proper and complete repair with Minimal downtime. R-12 Removal Prior to Retrofit To prepare a system for retrofitting, the R-12 must be recovered and the system must be completely evacuated. Evacuation is necessary to insure that small amounts of R-12 and air remaining in the system are removed. This will prevent cross contamination of the two refrigerants, which could lead to reduced A/C system reliability and performance. It is very important that the specified times for waiting after recovery and evacuation not be reduced. This time is required to sufficiently remove residual R-12 from the oil in the system. A considerable amount of testing has determined that the following procedure is required to achieve satisfactory results and conform to SAE J 1661: 1. Inspect Condition of Vehicle Install the gauge set on the high and low side ports. Use normal diagnostic procedures to find the cause of the vehicle's reported condition. One of three conditions will exist with the refrigerant system: a. System pressure correct, no leaks - proceed to Step 2 (Recovery). This would normally apply when: 1. The system must be recovered/recharged for a repair to a system other than the A/C system, or 2. Where the A/C system condition did not involve leaks, but requires recovery/recharge to replace a component. b. Compressor not operating, but some charge. Leak test to find the leak, complete Step 2 (Recovery), then correct the leak before proceeding with Step 3 (Conversion port installation). c. No charge in system - proceed with the Conversion port installation in Step 3. Use the ACR4 to evacuate for 5 minutes. If the leak can be heard, repair the leak. If the leak cannot be heard, charge with 1/2 pound of R-134a. Leak test with the J 39400 Leak Detector, recover the R-134a, repair any additional leaks found, and proceed with the evacuation in Step 5. 2. Recover the R-12 from the System Notice: THIS PROCEDURE IS DIFFERENT THAN THE NORMAL (NON-RETROFIT) RECOVERY PROCEDURE. R-12 will be recovered through the HIGH SIDE SERVICE PORT ONLY, WITH THE ENGINE RUNNING. Recovery through the low side will not effectively remove the R-12 from the accumulator, resulting in possible damage to the retrofitted system. Important: Vehicle must be above 50° F (10° C) to allow for complete recovery of the R-12. If it is not, either allow it to warm up in the shop overnight, or increase the evacuation time in Step 5.a to 30 minutes. a. Connect the recovery hose from the R-12 recovery cart (ACR3) to the middle port of the A/C gauge set. Open the oil drain valve on the ACR3 cart long enough to drain the oil. Failure to do so could cause excessive amounts of oil to build up in the separator, resulting in damage to the recovery cart compressor. b. Start the engine. Leave the hood up, and the windows open. On vehicles with manual A/C controls, set the A/C controls to normal A/C mode, high blower, and temperature control to full cold. On cars with automatic A/C controls, set the temperature to 75° F, "AUTO" mode, and manually select high blower. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 99-01-39-004C > Jun > 09 > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6361 Make sure the vehicle compressor is engaged. Turn the cart on and start the recovery cycle. OPEN ONLY THE HIGH SIDE VALVE ON THE GAUGE SET. The vehicle system should eventually shut the compressor off. If the low side pressure drops below 15 psi, and the compressor does not turn off, turn it off now (go to "VENT" or "ECON" mode), but leave the engine running and the blower on "high". c. After the recovery cart shuts off the first time, wait 5 minutes. If the pressure on either the high or the low side rises above 0 psi, restart the recovery process. After the second shutoff, wait 2 minutes. If the pressure again rises above 0 psi, restart, and after shutoff, again wait 2 minutes. The process can be stopped when the pressure does not rise above 0 psi after 2 minutes. The engine can be shut off at this time. d. Remove the R-12 reclaim hose and the gauge set from the vehicle. Any repairs needed should be done at this time. If any components other than the compressor are replaced, they should be installed dry, and no extra oil should be added. 3. Install the Service Port Conversion Fittings Important: For GEO vehicles, skip to Step 4. Fitting installation is covered in that step. For vehicles that require a HPCOS, see Step 4. Some of these vehicles use a specific combination fitting to mount the HPCOS, which includes the high side service port fitting and the HPCOS port. The low side fitting is installed as detailed below. See "Platform Details" for further information. Important: A new tool kit, P/N J 39500-250, has been released. This kit contains the following items: ^ J 39500-71 Oil Injection Bottle Conversion Kit (includes 3 12 oz bottles, an extender tube, caps, and fittings) ^ J 39500-275 Tool kit, including the following: (See Figure 2) - J 34611-A Double ended valve core remover - J 25498-A High side adapter fitting - J 38702 Deep valve core adapter fitting Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 99-01-39-004C > Jun > 09 > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6362 - J 41265 Thread cleaning wire brush - J 41266 Low side port thread restorer - J 41267 High side port thread restorer - J 39037 High side octagon socket - J 41256 Low side octagon socket New low profile, quick connect couplers, J 39500-20A (High side), and J 39500-24A (Low side), have been released as essential tools, to attach to the ACR4 (see Figure 3). These are much smaller couplers than the existing ones, and will allow attachment to the port fittings in much tighter quarters. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 99-01-39-004C > Jun > 09 > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6363 Select and install the proper R-134a fittings (shown in Figure 4) from the chart below, based on how the ACR4 couplers will attach. Also, remember to check for proper hood clearance with the conversion fittings. Try the straight fittings first. The two-piece high side fitting is used when the existing fitting is screwed into the pipe fitting (some 1992, and nearly all 1993 models, use these fittings). Use the 90° elbow if the straight fitting does not allow the ACR4 couplers to connect. Fitting Type High Side Low Side Straight 52467941 52467943 Straight Two-piece 52467324 N/A 90° Elbow 52469054 52469055 The fittings should be installed as follows: a. Remove the caps from the R-12 fittings. Remove any dirt or grease from the port threads using the thread cleaning wire brush, J 41265. Inspect the fittings for thread damage. If any damage is found, use the port thread restorer (J 41266 low side, J 41267 high side) to repair the thread. For the two-piece fitting, remove the existing R-12 fitting and discard it. Use tool J 38704A (previously released, not part of the above kit) to remove the fitting. Make sure to hold the line securely to prevent damage when removing the existing fitting. If the fitting cannot be removed easily, use the saddle clamp valve listed below and seal the R-12 port and cap permanently. b. Install the selected fitting onto the existing R-12 fitting. Leave the valve core in the straight fittings, and remove the valve core when using the 90° fittings. If the valve cores need to be removed at a later time, they can be removed with the straight conversion fittings in place. On the low side straight fitting, use the J 34611-A tool to remove the core pin in the conversion fitting, then remove the core valve from the original R-12 fitting. Always recover the charge before valve core removal. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 99-01-39-004C > Jun > 09 > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6364 Use the octagon sockets on the straight fittings (J 39037 high side, and J 41256 low side). Torque the new fitting until it seats. The fitting should seat fully BEFORE reaching 11 N.m (8 lb ft). If 11 N.m (8 lb ft) of torque is reached and the fitting has not seated, it is probable that the threads have been damaged. In this case, remove the fitting and use the thread restorer listed above. Reinstall the fitting, adding one drop of a thread locking compound such as Loctite(R) 242. The fittings (except the two-piece) have a thread locking compound applied to the threads. This compound will set up enough to restrict removal of the fitting in about 15 minutes. The fittings can now be used to evacuate the system (see Step 5). An additional type of conversion port fitting has been developed. This fitting is called a saddle clamp valve (see Figure 5). It can be clamped directly on a metal refrigerant line, and will be used if the existing fitting is damaged or is inaccessible. A drop of a thread locking compound, such as Loctite(R) 242, should be used on each bolt to prevent the threads from loosening. The R134a saddle clamp valve part numbers are: If an existing R-12 service port is not used, it must be rendered inoperative. Place several drops of a thread locking compound, such as Loctite(R) 243, in the valve core, and onto the cap threads. Secure the cap and let it set for 15 minutes. 4. Install Any Additional Parts Needed See "Platform Details" after Step 6. If a vehicle is listed as a "Basic Retrofit", no additional parts are required (except for compressors, see the Compressor Replacement Chart at the beginning of Platform Details). If no parts are required, PROCEED TO STEP 5. Compressors Compressors do not need to be replaced as part of a normal retrofit, unless indicated in the Compressor Replacement Chart. An R-12 compressor that is operating properly can, in most cases, be left in the vehicle when it is retrofitted to R134a. However, if a compressor failure is the reason the vehicle is in for service, and the vehicle will be retrofitted, OR if a vehicle has already been retrofitted with R-134a and the compressor fails at some time in the future, new compressors for use with R-134a are available. See the GMSPO Parts Catalog for specific part numbers. DO NOT use a replacement R-12 compressor for any vehicle retrofitted to R-134a (unless it is the new "oil-less" design). See "Compressor Availability" at the end of the Compressor Replacement Chart. Accumulator /Dryer If the vehicle is more than 5 years old, the Accumulator/Dryer (A/D) should be replaced to ensure that moisture is removed from the system. See the instructions for proper A/D identification in General Information. High Pressure Cut-Off Switch (HPCOS) Most trucks, and some 1984-93 B and D cars, require that a HPCOS be added to protect the refrigerant system during long idles at high temperature. The HPCOS kit (P/N 15981985) contains the switch, wire harness, heat sealing splice connectors, switch "0" ring, and installation instructions. A saddle clamp adapter (P/N 15985307), or a special dual fitting, is mounted to the high pressure line, and provides the port to mount the switch. A drop of a Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 99-01-39-004C > Jun > 09 > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6365 thread locking compound, such as Loctite(R) 242, should be used on each bolt of the saddle clamp to prevent the threads from loosening. Some vehicles produced during the second half of the 1993 model year will already have a factory installed HPCOS. Check the back of the compressor for this switch. If present, the above switch will not have to be added. 5. Evacuate the System, and Recharge with PAG or V5 Retrofit Oil and R-134a Newly designed low profile quick connect couplers for the ACR4, J 39500-20A and J 39500-24A, have been released. These should be installed before proceeding with the evacuation. See Step 3, and Figure 3. a. Connect the R-134a cart (ACR4) to the system. Open the coupler valves on the hoses so that the pressures can be read on the gauges. On the cart, open the HIGH SIDE VALVE ONLY. DO NOT OPEN THE LOW SIDE VALVE! Program the cart for a 15 minute evacuation. Important: If the vehicle has been at outside temperatures of less than 50° F (10° C), or at high altitudes (above 3000 ft), use a 30 minute evacuation to insure complete removal of the R-12. If the vacuum pump will not start and a "H-P" reading is indicated on the ACR4 display, loosen the fitting at the high side line connection to the ACR4 to relieve pressure in the line. Tighten the fitting after pressure has been relieved. DO NOT USE THE RECOVERY MODE TO RELIEVE LINE PRESSURE. b. Start the evacuation. For a proper evacuation, the cart must pull down to 28-29 in. Hg. at sea level (reduce by 1 in. for each 1000 ft above sea level). Check the low side gauge for proper vacuum level, to make sure the new fittings are operating properly. While the evacuation is being done, the Retrofit label can be filled out and installed (see Step 6). Important: If the compressor was replaced at the same time as this retrofit, and the new compressor was shipped with the correct amount of PAG oil already in it, DO NOT add any additional oil to the system! Go to Step D. If an "oil-less" compressor was installed, add oil in Step C. A new retrofit oil for use with V5 compressor vehicles has been released. This oil will be used ONLY for retrofitted vehicles in which the original V5 compressor is retained. IT WILL NOT BE USED IF A COMPRESSOR IS REPLACED AT THE TIME OF THE RETROFIT. Failure to use this oil may significantly shorten the useful life of the compressor. Important: If the V5 Retrofit oil is not available from GMSPO, the compressor MUST BE REPLACED! To summarize the correct retrofit oil usage: ^ Compressor replaced during retrofit - NO OIL ADDED if new compressor shipped with oil - 8 oz. of PAG oil (9 oz of PAG oil with V5 compressor) added if compressor shipped without oil ("oil-less" design) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 99-01-39-004C > Jun > 09 > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6366 ^ PAG oil used for future service if needed (mark PAG on box on label, Figure 6). ^ HR6 or R4 original compressor RETAINED - add 8 oz FAG oil to system ^ V5 original compressor RETAINED - add 9 oz V5 Retrofit oil to system. If V5 Retrofit oil is not available from GMSPO, REPLACE THE COMPRESSOR. c. Based on the above chart, add oil if needed. Use the new oil bottle and the extended tube kit, J 39500-71. Fill the bottle with at least 10 oz of oil. Attach the new bottle to the back of the ACR4, and open the oil fill valve. Allow the correct amount of oil to be drawn into the system. DO NOT allow the oil level to drop below the end of the pickup tube. This will prevent any air from being drawn into the system. If any oil was removed during the R-12 recovery evacuation steps, DO NOT add additional oil to replace it. d. Determine the correct amount of R-134a to use. Check the existing label of the vehicle for the R-12 charge amount. Use the formula {(R12 x .9) - .25 lb = R-134a} to determine the correct charge. This can also be stated as: Take 90% of the R12 charge, and subtract 1/4 lb. Follow the directions for the ACR4 cart to recharge the system. At the end of the process, "CPL" will be displayed. Close the high side valve. e. Start the vehicle, turn on the A/C system, and confirm that pressures are within normal operating ranges, as shown in the 1994 Service Manual. The 1994 Service Manuals can be used as a reference for diagnosis and specification of retrofitted systems. On some vehicles with automatic A/C controls or low charge diagnostics, the A/C compressor may not engage if any diagnostic codes were set during the retrofit. Check to see if any codes were set in either the HVAC or Engine Control systems. If they were, clear the codes following the directions in the Service Manual. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 99-01-39-004C > Jun > 09 > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6367 f. TO INSURE AN ACCURATE CHARGE AMOUNT, IT IS IMPORTANT TO CLEAR THE ACR4 OF ANY REMAINING REFRIGERANT. Close the high side coupler valve and remove the high side hose from the vehicle. Then, open both the high and low side valves on the ACR4. After the pressures on both gages are at low side pressure, close the low side coupler valve. See Step G below, then remove the low side hose from the vehicle. Shut off the engine. Install the service port caps on the new fittings. These serve as a seal and can prevent system leaks. g. In the unlikely event that the low side fitting leaks when the coupler is removed, use the following procedure: 1. Immediately reinstall the coupler on the fitting. 2. Find the valve core remover J 34611-A. 3. Remove the coupler. 4. Use the double-ended valve core remover to turn the valve core pin counter-clockwise until the leak stops. 5. Install the cap. If the leak was substantial or continued for an extended period of time, it is highly recommended to evacuate and recharge the system to insure proper performance. If there is any question, the system can be rechecked by repeating Step F. h. Leak test any new port fittings, adapters, or valves that were installed, and any joints that were opened or repaired during the retrofit process, using tool J 39400. 6. Install the Retrofit Label The retrofit label (P/N 21030857, roll of 250) has been developed following SAF specifications to insure a smooth transition from R-12 to R-134a, and to insure a professional approach to the retrofit and a quality repair. Following the instructions in this bulletin will insure that the retrofit meets the SAE standards. Fill in the new label using a typewriter or a ball-point pen (see Figure 6). Select a location for the label that will be easily visible. Some suggested areas are the radiator support panel, an area near the existing R-12 charge label, or a flat surface near the high or low side service ports. The area selected should be a clean, underhood, painted sheet metal surface, and should be degreased and wiped down with a non-petroleum based cleaner. Do not install the label on a rubber surface. Apply the label, then apply the clear overlay to the label. Do not remove, cover, or render unreadable the existing R-12 charge label. DO cover the R-12 refrigerant charge amount on the existing label with an indelible, preferably black, marker. Platform Details Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 99-01-39-004C > Jun > 09 > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6368 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 99-01-39-004C > Jun > 09 > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6369 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 99-01-39-004C > Jun > 09 > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6370 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 99-01-39-004C > Jun > 09 > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6371 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 99-01-39-004C > Jun > 09 > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6372 FOR ALL VEHICLES EXCEPT GEO, see the "Compressor Replacement Chart" at the end of this section. Compressor replacement requirements ARE NOT LISTED in the platform details (except for application details), except as noted below for Y car and P and Medium Duty truck. Compressor Replacement Chart Important: It is important to check the date code on the compressor. Any vehicle may have had a compressor replaced either during or after the warranty period. The date code will determine whether or not the compressor must be replaced. Compressor Availability A new compressor for use with R-134a systems will be shipped with the correct amount of PAG oil installed (see "IMPORTANT" below). Do not add any additional oil in Step 5 of the retrofit procedure if a compressor is to be replaced with a new R-134a compressor at the same time the initial retrofit is Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 99-01-39-004C > Jun > 09 > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6373 being done. Important: During 1996, "oil-less" compressors began to be serviced with NO added oil. New part numbers will be issued, and both the box and the compressor will be clearly marked to indicate that no oil is present. If you receive one of these newer compressors, simply add the normal amount of oil to the system in Step 5 of the retrofit procedure (8 oz of PAG oil, or 9 oz of PAG oil with V5 compressor). These "oil-less" compressors are compatible with EITHER R12 or R-134a. Geo Models Compressors DO NOT HAVE TO BE REPLACED as part of the retrofit. New compressors are shipped with enough oil to accommodate the entire A/C system. Do not add additional PAG oil to the system it the compressor is being replaced. 1985-88 Nova, 1989-93 Prizm (S) 1. Using the Service Manual, remove the following components in the order given: a. Receiver/dryer. b. Loosen evaporator to compressor (suction) pipe (to be reinstalled) c. 1985-92 only: Loosen compressor to condenser (compressor discharge) pipe (to be reinstalled). d. 1985-88 only: Service Valve & Extension Housing on compressor (to be installed). e. Compressor (only if being replaced). 2. Using the Service Manual, install the following components in the order given. Be sure to use new 0-rings whenever a refrigerant connection has been disconnected. a. Compressor (if being replaced). b. High and low side adapter fittings (see Step 3 of the retrofit procedure for detailed installation instructions). c. 1985-88 only: Service Valve & Extension Housing on compressor using new 0-rings. Six small 0-rings and one large 0-ring are required. d. Evaporator to compressor (suction) pipe 0-ring. e. 1985-92 Compressor to condenser (discharge) hose 0-ring. f. Receiver/dryer and 0-rings. R-134a amount: 85-92 - 650 grams (1.43 lb) 93 - 700 grams (1.54 lb) PAG oil amount: 100 cc (3.0 oz) Parts Required: Receiver/dryer: 85-88 - 94855761 89-93 - 94855762 Adapter Fittings: Low Side - 94855760 High Side - 94855759 0-Rings: 85-88 Compressor - Small 0-rings (6 required) - 94857336 - Large 0-ring - 94857337 85-93 Receiver/Dryer (2) - 94845949 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 99-01-39-004C > Jun > 09 > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6374 85-93 Suction hose - 94855765 85-92 Discharge hose - 94845943 1985-88 Sprint, 1989-93 Metro (M) 1. Using the Service Manual, remove the following components in the order given: a. Receiver/dryer. b. Evaporator to compressor (suction) pipe. c. Compressor to condenser (compressor discharge) pipe. d. Joint service connector on compressor (to be reinstalled). e. Compressor (only if being replaced). 2. Using the Service Manual, install the following components in the the order given. Be sure to use new 0-rings whenever a refrigerant connection has been disconnected. a. Compressor (if being replaced). b. High and low side adapter fittings (see Step 3 of the retrofit procedure for detailed installation instructions). c. Joint service connector to compressor. Use new 0-rings. Six small 0-rings and one large 0-ring are required. d. Evaporator to compressor (suction) pipe, and new 0-ring. e. Compressor to condenser (discharge) hose and new 0-ring. f. Receiver/dryer and 0-ring. R-134a amount: 500 grams (1.10 lb) PAG oil amount: 100 cc (3.0 oz) Parts Required: Receiver/dryer: 85-86 - 91172081 87-88 - 91172079 89-93 - 96068480 Adapter Fittings: Low Side - 91172092 85-88 - High Side - 91172094 89-93 - High Side - 52467941 0-Rings: Compressor - Small 0-rings (6 required) - 91172095 - Large 0-ring - 96068915 Receiver/Dryer (2) - 96068488 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 99-01-39-004C > Jun > 09 > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6375 89-93 - Suction hose - 96068490 89-93 - Discharge hose - 96068489 Suction hose: 85-86 - 91172086 85-86 Dealer installed: 91172087 87-88 - 91172088 89-93 - w/turbo - 96069121 - w/o turbo - 91172089 Discharge hose: 85-86 - 91172082 85-86 Dealer installed: 91172083 87-88 - 91172084 89-93 - 96069024 1989-93 Tracker 1. Using the Service Manual, remove the following components in the order given: a. Receiver/dryer. b. Evaporator to compressor (suction) pipe. c. Compressor to condenser (compressor discharge) pipe. d. Joint service connector on compressor (to be reinstalled). e. Compressor (only if being replaced). 2. Using the Service Manual, install the following components in the order given. Be sure to use new 0-rings whenever a refrigerant connection has been disconnected. a. Compressor (if being replaced). b. High and low side adapter fittings (see Step 3 of the Retrofit procedure for detailed installation instructions). c. Joint service connector to compressor. Use new 0-rings. Six small 0-rings and one large 0-ring are required. d. Evaporator to compressor (suction) pipe, and new 0-ring. e. Compressor to condenser (discharge) hose and new 0-ring. f. Receiver/dryer and 0-ring. R-134a amount: 550 grams (1.21 lb) PAG oil amount: 100 cc (3.0 oz) Parts Required: Receiver/dryer - 91172080 Adapter, Low Side - 91172092 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 99-01-39-004C > Jun > 09 > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6376 Adapter, High Side - 91172093 0-Rings: Compressor - Small (6) - 91172095 Large - 96068915 Receiver/dryer (2) - 96068488 Suction hose - 96068490 Discharge hose - 96068489 Suction hose - 91172091 Discharge hose - 91172085 1985-89 Spectrum and 1990-93 Storm (R) 1. Using the Service Manual, remove the following components in the order given: a. Condenser (Storm) or radiator grille (Spectrum) (to be reinstalled). b. Triple switch (Storm) or dual pressure switch (Spectrum) (to be reinstalled). c. Receiver/dryer. d. Evaporator to compressor (suction) pipe. e. Check valve from high side service valve (discard). f. Compressor (only if being replaced). 2. Using the Service Manual, install the following components in the order given. Be sure to use new 0-rings whenever a refrigerant connection has been disconnected. a. Compressor (if being replaced). b. High side adapter fitting (see Step 3 of the retrofit procedure for detailed installation instructions). Low Side - Part of suction hose c. Evaporator to compressor (suction) pipe, and new 0-rings. d. Receiver/dryer and 0-rings. e. Triple switch or dual switch, and new 0-ring. f. Condenser or radiator grille. R-134a amount: 91 - 500 grams (1.10 lb) 92-93 - 600 grams (1.32 lb) PAG oil amount: 150 cc (4.50 oz) Parts Required: Receiver/dryer: 85-89 - 97104795 90-91 - 97104797 92-93 - 97104798 Adapter, High Side: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 99-01-39-004C > Jun > 09 > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6377 85-89 - 97104794 90-93 - 97104793 Adapter, Low Side: Part of Hose Asm. 0-rings: Receiver/dryer 85-91 - 94154048 92-93 - 94461700 Switch/pipe - 94461902 Suction hose: 85-86: 1.5L - 97104799; 1.6L - 97104800 90-93: 1.6L - 97104801; 1.8L - 97104803 B. General Information Several items affecting the performance and durability of the system should be considered: 1. Performance When performed properly, the retrofit from R-12 to R-134a will have minimal effect on the system's performance in most climatic conditions found in the United States and Canada. 2. Leakage Experience has shown that most leakage in an A/C system is due to leaks at the joints, or through a small leak in a hose, usually at the coupling. The R-134a molecules are smaller than R-12, and a small leak may result in a faster loss of refrigerant with R-134a. Because of this, it is very important to leak check all vehicles using the J 39400 leak detector, BEFORE the retrofit is performed, and repair any leaks found. "0" rings and hoses used in most GM vehicles are compatible with R-134a and do not need replacement during a retrofit. "0" rings or hoses installed in previous repairs may have been of non-compatible materials if GM parts were not used and will be more likely to deteriorate and leak than the original equipment materials. All "0" rings and hoses available through GMSP0 are compatible with R-134a. Remember that the normal policy is to replace the "0" rings whenever a joint is opened for any reason. 3. Desiccant You may have heard that the currently used desiccant in the accumulator is not compatible with R-134a. Extensive testing has shown that it is, in fact, suitable for use with R-134a, once it has been in service in an R-12 system. The accumulator in these models will not have to be changed during the retrofit procedure, unless the vehicle is more than 5 years old. Vehicles more than 5 years old should have the A/D replaced to add new desiccant for proper system drying. In the event that an accumulator/dryer (A/D) needs to be replaced on a retrofitted system in the future, only A/D's with XH-7 desiccant should be used. The service parts for the 1993 vehicles contain only XH-7 desiccant. The parts for the 1992 and older vehicles may contain either XH-5 or XH-7. Parts containing XH-7 can be identified (see Figure 1) by 1) an "A" printed on the top of the A/D; or 2) if there is a label on top of the A/D, there will be a square with an "A" inside; or 3) if there is a time code and date printed on top of the A/D just under the "Harrison" logo, the A/D contains XH-7. A/D's containing XH-5 can still be used on R-12 vehicles. 4. Improved Cooling Performance There have been service bulletins issued in the past with information improving the cooling performance of existing R-12 systems. These bulletins can also be used to improve the performance of retrofitted vehicles in high ambient temperature climates. 5. PAG or V5 Oil Compatibility Contrary to information published to date outside of General Motors, mineral oil and PAG or V5 oil ARE chemically compatible. The mineral oil left in the system after reclaiming the R-12 can remain in the system with no harmful effects. However, the mineral oil will not mix with the R-134a, and so will not circulate and perform its lubricating function. Testing has shown that most of the mineral oil will eventually collect in the Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 99-01-39-004C > Jun > 09 > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6378 accumulator. The system will operate properly as long as refrigerant charge amounts are strictly adhered to. 6. Refrigerant Charge Level The retrofit R-134a charge level is more critical than with R-12 systems. Overcharging may push the mineral oil out of the AID, and cause it to circulate as a liquid. This is more likely to result in compressor damage. Undercharging may lead to loss of performance. It is very important to clear the hoses during the charging operation, to insure that all the refrigerant is delivered to the vehicle A/C system. This is covered in Step 6D of the Retrofit Procedure. C. Parts Information Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 99-01-39-004C > Jun > 09 > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6379 Important: All of the following parts are NOT NEEDED for a normal retrofit. Follow the bulletin procedures to determine which parts you need! Individual vehicle kits are not necessary, since most of the parts are generic and only a few parts are needed for most vehicles. GEO Parts are listed in "Platform Details." Parts are currently available from GMSPO. D. Warranty Information 1. Vehicle Still Within the Original New Vehicle Limited Warranty Period When GM models for the years listed in the bulletin require repairs to the refrigerant system and the vehicles are still covered under the New Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 99-01-39-004C > Jun > 09 > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6380 Vehicle Limited Warranty, dealers are instructed to proceed as follows: Important: On vehicles equipped with A/C systems NOT produced by GM (i.e., rear A/C systems in van conversions), consult the manufacturer of that A/C system for retrofit guidelines. ^ Offer the customer the option of repairing and recharging the system with R12, or retrofitting after repair and recharging with R-134a at no additional charge. ^ Provide the owner with, and review the information contained in, the "Converting Your Auto Air Conditioning System to Use the New Refrigerant" brochure. (Brochure, Form GM-0011, can be ordered free of charge from GM Fulfillment HQ, Phone 1-800-269-5100). ^ Record the customer's choice on the repair order and, as with all properly completed repair orders, ask the customer to sign on the appropriate line acknowledging the repairs requested. ^ Under no circumstances should the retrofit to R-134a be performed unless the customer has had the option explained prior to repair. Once the vehicle has been retrofitted to R-134a, a significant expenditure would be incurred to go back to R-12, in the event the customer has changed his/her mind. THIS OFFER APPLIES ONLY TO VEHICLES REQUIRING A/C REFRIGERANT SYSTEM REPAIRS UNDER THE TERMS OF THE NEW VEHICLE LIMITED WARRANTY. It is not a special policy, and any existing deductibles still apply. This is simply an option being offered to the customer during the warranty period at this time. GM reserves the right to terminate this offer at any time. If the R-12 refrigerant system does not require discharging for a warranty repair, but the customer requests a retrofit to R-134a, the retrofit WOULD BE PERFORMED AT THE CUSTOMER'S EXPENSE, EVEN DURING THE WARRANTY PERIOD. 2. Customer Paid Retrofitting Costs If the customer requests a retrofit to R-134a, for a specific vehicle whose retrofit parts and procedures have been released in this bulletin, the customer would be expected to pay the costs to retrofit under the following conditions: ^ The vehicle is no longer covered by the terms of the New Vehicle Limited Warranty. ^ The vehicle is covered by warranty, but the repair covered under the warranty does not require evacuating and recharging the refrigerant system. 3. Labor Time Information For Vehicles Repaired Under Warranty: Use existing labor operations for correcting the original condition. The quantity of R-134a used should be charged to the normal labor operation (not D4500), just as if it were R-12. Use D4500, 0.3 HR., to charge for parts and labor, for all of the following items: ^ Additional time for recovery of R-12 to meet SAE standards; ^ Install high and low side service port converter fittings; ^ Add PAG or V5 retrofit oil; ^ Complete label information and install. Add 0.2 hours to D4500 for installation of the HPCOS. Use T5321, 0.3 HR., for the Pontiac Bonneville hood seal installation. ANY PARTS OR LABOR TIME OTHER THAN THOSE LISTED ABOVE SHOULD BE CHARGED TO THE REGULAR LABOR OPERATION CORRESPONDING TO THE ORIGINAL CONDITION THAT 1S BEING REPAIRED. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 99-01-39-004C > Jun > 09 > Technical Service Bulletins for Refrigerant: > 631209 > May > 96 > A/C - R12 or R134a Service Recommendations Technical Service Bulletin # 631209 Date: 960501 A/C - R12 or R134a Service Recommendations File In Section: 1 - HVAC Bulletin No.: 63-12-09 Date: May, 1996 INFORMATION Subject: Service Issues for Vehicles with R12 or R134a Air Conditioning Systems Models: 1988-96 Passenger Cars and Trucks R12 Service Recommendations As you know, production of R12 refrigerant ceased on December 31, 1995. Although R12 will no longer be manufactured, there is a reserve supply of R12 available. This reserve, along with strict A/C repair service adherence to proper refrigerant recycling procedures, should assure continued availability to meet consumers' needs. R12 can and should continue to be used to service vehicles built with R12 A/C systems as long as it is available. If R12 is no longer available or affordable, a system retrofit utilizing R134a is recommended. R134a IS THE ONLY SUBSTITUTE REFRIGERANT RECOMMENDED BY GM FOR USE IN GM VEHICLE A/C SYSTEMS, AND THEN ONLY AFTER FOLLOWING THE PROPER RETROFIT PROCEDURES FOR THE SPECIFIC MODEL. All new vehicle manufacturers have chosen R134a for retrofit. One of the key reasons is to protect both the service industry and consumers from the high costs that would result from purchasing equipment necessary to service multiple refrigerants. This position also reduces the threat of recycled refrigerant contamination. GM currently offers a simple, low cost R12 to R134a retrofit on many of its late model, front wheel drive passenger cars. Dealers should discuss this capability with owners of these specific models, listed in Retrofit Corporate Bulletin # 43-12-07D, whenever a repair to the A/C refrigerant system is required. Early retrofit of these specific models will aid in prolonging availability of the R12 supply and provide dealer service technicians the opportunity to become more familiar with the proper procedures for performing a retrofit. Remember - R12 and R134a refrigerant are not interchangeable! They cannot be mixed together. In fact, despite the claims of some refrigerant manufacturers, no proposed R12 refrigerant substitute can be added to, mixed with or used to "top off" an R12 system. Under provisions of law covering the service of refrigerants, mixing dissimilar refrigerant products during service is prohibited. To Summarize GM R12 Service Policy 1. Service R12 vehicles with good quality new or recycled R12 as long as it is available. 2. Purchase R12 from a reliable supplier. GMSPO has a supply of high quality R12 available. Dealers are requested to use only R12 supplied by GMSPO for warranty repairs. This high quality refrigerant will insure system performance and avoid the possibility of introducing contaminated material into the customer's A/C system. 3. Carefully test recovered R12 using the PureGuard monitor. On recovery equipment not protected by the PureGuard, always test the recovery cylinder prior to recharging a vehicle A/C system. 4. Discuss the R12 to R134a retrofit option with owners of GM vehicles listed in Retrofit Corporate Bulletin # 43-12-07D. Provide owner with a copy of the pamphlet "Converting Your Auto Air Conditioning System to Use the New Refrigerant". 5. Become familiar with retrofit procedures and exercise care in the handling of dissimilar refrigerants to prevent contamination. R134A Service Recommendations When servicing a previously retrofitted vehicle, there is concern that if all of the R12 is not completely removed prior to the retrofit procedure, it could contaminate your R134a equipment and recovery tank when a subsequent A/C repair is performed. Although the number of retrofits being performed today is minimal, the volume will increase as R12 prices rise. GM Service Technology Group is in the process of field testing a new R134a refrigerant purity tester similar to the PureGuard R12 refrigerant tester you now use. This new tool will mount to your ACR4 R134a Recovery Recycle and Recharge cart and sample all R134a refrigerant prior to recovery. It is expected that testing of this tool will be completed this year. This new tool, the Pureguard 2, will also test vehicles and your recycle tank for air contamination, which is threatening A/C system performance. High levels of air have been found in the recovery tanks on a number of R12 and R134a recovery carts. Air contamination is caused by improper recovery Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 99-01-39-004C > Jun > 09 > Technical Service Bulletins for Refrigerant: > 631209 > May > 96 > A/C - R12 or R134a Service Recommendations > Page 6385 procedures and short-cutting refrigerant recycling times. Use the following procedure for testing and correcting air contamination in your A/C service equipment. 1. Make certain that the ACR4 equipment has not been used for at least 12 hours. It is recommended that the equipment be left in an area where the temperature will remain constant overnight to allow the temperature of the refrigerant in the tank to stabilize. 2. Record the surrounding air temperature next to the ACR4 refrigerant tank. Important: A major assumption is that the ambient air temperature next to the tank represents the refrigerant temperature in the tank. Failure to take care in measuring the temperature could result in unnecessary work. 3. Close both liquid (blue) and vapor (red) valves on the ACR4 tank. 4. Disconnect low side (blue) service hose from the back of the ACR4. 5. Slowly disconnect the tank vapor hose (red) from the back of the ACR4 and connect it to the low side service port. 6. Open the vapor (red) valve on the tank and record the tank pressure on the low side gage. 7. Restore hoses to the original position. 8. Referring to the Table, find the ambient temperature measured in Step 2. Compare the pressure reading from Step 6 to the "maximum allowable pressure". If the pressure reading from Step 6 is less than the "maximum allowable pressure", no further action is necessary. Important: The closer the tank pressure is to the desired tank pressure, the better the A/C system will perform. 9. If the pressure reading from Step 6 exceeds the maximum allowable pressure from the Table, open both tank valves and operate the ACR4 through 4 or 5 evacuation cycles. This will activate the automatic air purge to lower the tank pressure. Important: Station should not be connected to vehicle. 10. Repeat the tank pressure checking procedure the next day to determine if the pressure has been reduced to acceptable levels. If the tank pressure has been reduced but is not acceptable, cycle with ACR4 through more evacuation cycles and recheck the next day. Continue process until acceptable pressure is obtained. If the tank pressure is not reduced through the evacuation cycling, then Kent-Moore should be contacted at 1-800-345-2233. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 99-01-39-004C > Jun > 09 > Technical Service Bulletins for Refrigerant: > 531205 > May > 95 > Contaminated R12 Refrigerant - Testing & Handling Refrigerant: Technical Service Bulletins Contaminated R12 Refrigerant - Testing & Handling FILE IN SECTION: 1 - HVAC BULLETIN NO.: 53-12-05 DATE: May, 1995 SUBJECT: Contaminated R12 Refrigerant Testing and Handling MODELS: 1994 and Prior Passenger Cars and Trucks with R12 A/C Systems The J 39851 "PureGuard" R12 refrigerant monitor was recently shipped to all GM dealers as an essential tool to test R12 refrigerant. Dealers are strongly urged to install this protective device on their ACR3 or other R12 recovery equipment immediately. The PureGuard is easily installed on any recovery cart (20 minutes), requires no recovery cart modifications, is fully automatic (no training required) and does not increase the time required to perform normal A/C service procedures. Proper use of this tool can: ^ Prevent damage to your R12 recovery/recycling equipment. ^ Prevent contamination of previously recovered R12 in the recovery tank. ^ Prevent loss of your recovered R12 as contaminated refrigerant will activate automatic air purge system. ^ Prevent the spread of contaminated R12 to other vehicles you service. If your dealership has multiple R12 recovery stations which are not protected, use the PureGuard to check the refrigerant in these recovery tanks for contamination at least once each week. Simply connect the PureGuard blue service hose (that would normally be connected to the vehicle low side service port) to the red or vapor side of any recovery cart tank and run the test. It is also important to check a tank containing recovered/recycled material for purity before installation on your charging equipment. Even new R12 refrigerant purchased from sources other than GM should be tested for contamination prior to use. Sources of Contaminated R12 Refrigerant Since refrigerant testing has not been a standard practice in the mobile A/C repair industry, the amount of R12 refrigerant contamination is unknown. As R12 prices rise and supplies are depleted, it is anticipated that contaminated R12 refrigerant may become more prevalent from the following as well as other sources: ^ The use of R12 refrigerant substitutes without installation of unique service fittings and proper identification labeling. ^ Improper use of R12 substitutes, such as topping off R12 systems with R134a or other refrigerants available to "do-it-yourselfers". ^ Poor quality or contaminated new or reprocessed R12 refrigerant. R12 can and should continue to be used to service vehicles built with R12 as long as it is available. Combining any refrigerant with R12 results in a refrigerant mixture which cannot be used in an A/C system. R134a is the only substitute refrigerant approved by GM and should only be used when the appropriate retrofit service bulletin procedures are explicitly followed. Use of any other substitute refrigerant requires the purchase of additional dedicated recovery, recycling (if applicable) and charging equipment to service each substitute refrigerant used. However, you should know that the Environmental Protection Agency (EPA) has listed several products as acceptable replacements for R12 mobile A/C systems under the Significant New Alternatives Policy (SNAP). Some of these products are: R134a, R401c (a DuPont refrigerant blend) and FRIGC (another refrigerant blend). It is important to understand that the SNAP program only considers the health, safety and environmental characteristics of a chemical. It does not test for A/C system cooling performance or durability. That judgment is deferred to the vehicle manufacturer. Use of any R12 refrigerant substitute without dedicated service equipment, unique fittings, labels and refrigerant testing prior to recovery, could result in contamination of the R12 supply and the loss of the R12 recycling program. What To Do When Contamination is Detected Repeat the test to verify contaminated refrigerant is present. Clear the PureGuard following the instructions listed on the face panel, then perform a second test to verify that the vehicle A/C system contains contaminated or mixed refrigerant. Contact the vehicle owner to advise that previous A/C system repairs were apparently performed with an R12 refrigerant substitute. Suggest the owner Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 99-01-39-004C > Jun > 09 > Technical Service Bulletins for Refrigerant: > 531205 > May > 95 > Contaminated R12 Refrigerant - Testing & Handling > Page 6390 contact or return to the previous repair facility. Explain that environmental regulations prohibit repair facilities from discharging ozone depleting A/C refrigerants into the atmosphere. Explain that recovery of this unknown refrigerant could damage your service equipment. If the customer wishes to pursue repairs through your facility, it is recommended that the proper A/C service equipment be purchased. General Motors recommends the Kent-Moore J 41428 "Scavenger", an air operated refrigerant recovery station, be used to remove unknown refrigerants. The air operated feature reduces the hazard of recovering potentially flammable refrigerants. Dealers should evaluate the need to purchase the equipment based on the number of contaminated vehicles they encounter. As an alternative to the initial purchase of a recovery only station, dealers should check locally for A/C specialty shops which may have the equipment to service substitute or contaminated refrigerants. They may be able to provide contaminated refrigerant recovery service to the dealer. The GM Service Technology Group has tested a recovery procedure where a 15 or 30 pound DOT approved refillable tank is fully evacuated then connected to a vehicle A/C system to recover the charge. Testing has shown that even when the recovery tank is cooled down in dry ice, the procedure does not guarantee the entire charge will be recovered. Since EPA regulations require full recovery of ozone depleting substances, GM does not recommend this procedure. Contaminated Refrigerant Disposal Although A/C refrigerant testing and disposal have not been a service practice in the mobile A/C industry, It has been common in the stationary A/C service industry for many years. Listed at the end of this bulletin are companies that provide refrigerant disposal service for the stationary A/C industry. Please be advised that GM has not independently evaluated these companies and is not in any way endorsing or promoting the use of these companies. Each of these companies has expressed an interest in providing refrigerant disposal service to GM dealers. In working with the stationary A/C industry, these companies typically receive large volumes of different refrigerants that have been mixed together. Unfortunately, because the volume of material returned by the mobile A/C industry will be in much smaller quantities, the cost of handling will be greater. To arrange for return of the refrigerant, simply call the company nearest you using the phone number listed below. The company will advise you on billing and shipping procedures. Disposal cost will vary between $3.00 and $5.00 per pound plus freight and handling. Shipping charges will vary by distance and location. In general, a 7 to 10 day turn-around time on the tank can be expected. The tank can be shipped via common carrier. Documents that your refrigerant has been properly disposed of will be sent to you with the return of your tank. As an alternative, many dealerships already have contracts in place with a disposal company who manages their hazardous wastes. In these cases, the disposal service may agree to handle containers of mixed refrigerants. Initially, the local disposal companies may be surprised by this inquiry. They may want to evaluate how much material will be collected before deciding whether to provide this service. As we move forward with the practice of testing R12 refrigerant, it will take time for all the questions to be answered. STG will provide additional information as soon as it is available. Understanding The PureGuard The PureGuard is a highly sensitive instrument capable of detecting R12 with 3% or less cross-contamination with other refrigerants. Any refrigerant mixture in excess of this amount poses a threat to both your refrigerant supply and recovery equipment. The PureGuard uses a pass/fail approach when monitoring the refrigerant and is precisely calibrated to cut power to the recovery machine if it encounters R12 mixed with any substitute refrigerants. The PureGuard ignores the presence of the air, dyes or oils in the refrigerant sampled. At least 20 psi must be present in the vehicle's A/C system for the PureGuard to function. Otherwise, refrigerant cannot be introduced to the PureGuard's test chamber. If a vehicle's A/C system contains less than 20 psi, it is an indication that the vehicle's system is nearly depleted of refrigerant. Occasionally, erratic PureGuard operation or service code 002 display will be encountered when A/C system pressure is exactly 20 psi. If this occurs, simply cycle the on/off switch to reset the PureGuard. After the 30 second PureGuard warm-up cycle, proceed immediately with vehicle recovery operation. Feedback from the field has indicated PureGuard service code 002 will also be displayed if the oil drain port is not sealed. Make sure the "0" ring seal in the cap is in place and that the cap is tight. If the PureGuard fails to clear or if you experience any other problems operating the PureGuard, contact Kent-Moore Technical Service at 1-800-345-2233. The unit should not be returned without first contacting Kent-Moore to obtain return authorization. Refrigerant Disposal Locations: United States Refrigerant Reclamation Inc. 12420 North Green River Rd. Evansville, IN 47711 800-207-5931, FAX - 812-867-1463 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 99-01-39-004C > Jun > 09 > Technical Service Bulletins for Refrigerant: > 531205 > May > 95 > Contaminated R12 Refrigerant - Testing & Handling > Page 6391 Omega Refrigerant Reclamation 5263 North Fourth St. Irwindale, CA 91706 310-698-0991, FAX 310-696-1908 Refrigerant Management Svcs of Georgia 216 F. Atlanta Hwy. Cumming, GA 30130 Ph/FAX 800-347-5872 Refrigerant Reclaim Inc. 122 Old Stage Coach Rd. Dumfries, VA 22026 800-238-5902, FAX 703-441-0393 Gartech Refrigerant Reclamation Ctr. 2002 Platinum Garland, TX 75042 214-272-4070, FAX 214-272-8548 National Refrigerants, Inc. 11401 Roosevelt Blvd. Philadelphia, PA 19154 215-698-6620, FAX 215-602-8205 CFC Reclamation 1321 Swift North Kansas City, MO 64116 816-471-2511 Full Cycle-Global 550 James Street Lakewood, NJ 08701 908-370-3400, FAX - 908-370-3088 Refrigerant Reclaim Svcs, Inc. dba Full Cycle-Global 121 S. Norwood Drive Ft. Worth, TX 76053-7807 817-282-0022, FAX - 800-831-6182 Full Cycle-Global 2055 Silber, Ste. 109 Houston, TX 77055 713-681-7370, FAX - 713-681-9947 Full Cycle-Global 343 South Airline Hwy. Gonzales, LA 70737 504-644-5303, FAX - 504-644-1809 Full Cycle-Global 2966 Wireton Blue Island, IL 60406 708-388-8551, FAX - 708-388-8550 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 99-01-39-004C > Jun > 09 > Technical Service Bulletins for Refrigerant: > 431215 > Nov > 94 > A/C - R134a Leak Detection With Tracer Dye Refrigerant: Technical Service Bulletins A/C - R134a Leak Detection With Tracer Dye File In Section: 1 - HVAC Bulletin No.: 43-12-15 Date: November, 1994 Subject: R134a Leak Detection with Tracer Dye Models: All 1993-95 Vehicles with OEM R134a Systems All R12 Vehicles Retrofitted to R134a Systems R134a refrigerant is uniquely different from R12 refrigerant and requires some changes in the repair methods, tools and materials used in A/C service. Two important differences between R134a and R12 which affect the technicians ability to locate refrigerant leaks are: 1. The R134a molecule is smaller than the R12 molecule and therefore will leak through smaller openings. For the same size opening the smaller R134a molecule will leak out faster than the R12. 2. R134a refrigerant does not contain chlorine which the older R12 electronic leak detectors found very easy to identify. Many of today's electronic leak detectors have difficulty locating small R134a refrigerant leaks. In order to insure the highest quality in A/C system service, the J 39400 electronic leak detector was released as an essential tool for all GM dealers. This is the only refrigerant leak detector approved by GM for service on R134a vehicles. If maintained properly (Reference Bulletin No. 431218) and used in accordance with Service Manual procedures, the J 39400 will provide the most accurate and efficient method of locating R134a refrigerant leaks under most conditions. If the technician cannot find the leak with the J 39400 and the system is known to have lost charge, a new fluorescent leak tracer dye Kent-Moore* P/N J 41447, has been released that mixes with the R134a PAG oil. This dye is detectable through the use of an ultraviolet (black) light and glows yellow/green at the leak location (similar to using dye in engine leak detection). J 41447 IS THE ONLY APPROVED DYE BY GENERAL MOTORS. Not all R134a dyes are compatible with GM's PAG oil. Some dyes decrease the oil viscosity or chemically react with the oil. Use of alternate products may affect system reliability and cause premature compressor failure. Note: THIS DYE IS NOT TO BE USED IN R-12 SYSTEMS. Unlike mineral oil, the R134a PAG oil has special properties the technician should keep in mind. 1. PAG oil is water soluble and traces of PAG oil found at leaking joints are subject to "washing out". Condensation on refrigerant lines or the evaporator core may wash the PAG oil and leak dye off the line or off the core and out the condensate drain. This can make some leaks harder to find using the dye detector. Fluorescence at the drain opening would indicate a core leak. 2. Use of the R134a tracer dye requires time. Depending upon the leak rate, it may take between 15 minutes and 7 days for the leak to become visible. 3. The dye, mixed with the PAG oil, is retained in the system and is detectable for 2+ years. Do not double or triple charge the system with dye as this may cause reliability concerns. Use only the 1/4 oz. charge. The dye has a refrigerant leak detection notice sticker included with the package. Complete the sticker information and place near the charge label. Dye Injection R-134a dye can be injected two ways: 1. With the A/C system charged, use the instructions provided with the new R134a leak dye injection tool, J 41436. 2. With A/C system discharged, add dye into the newly replaced component assembly. It is important to note that it is normal to find oil traces at the compressor shaft seal during compressor operation, some oil will hydraulically seep past the shaft seal. This does not mean that the shaft seal is defective or that the refrigerant has leaked. Refrigerant leaks at the shaft seal should be verified with the electronic leak detector (J 39400) following the procedure detailed in the Service Manual. If, however, the amount of oil is excessive, the shaft seal is suspect and should be replaced. (For example, refrigerant oil has coated the clutch plate edge at gap between clutch and pulley, or oil slinging has occurred-oil line shows on underside of hood, etc.). Also, after working on A/C components with dye, it is important to wipe the joint and/or access ports clean of any residual dye with GM solvent (GM Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 99-01-39-004C > Jun > 09 > Technical Service Bulletins for Refrigerant: > 431215 > Nov > 94 > A/C - R134a Leak Detection With Tracer Dye > Page 6396 P/N 1050436) to prevent false diagnosis at a later point. * We believe this source and their equipment to be reliable. There may be additional manufacturers of such equipment. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or equipment from these firms or for any such items which may be available from other sources. Parts Information GM solvent, P/N 1050436, is currently available from GMSPO. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 99-01-39-004C > Jun > 09 > Technical Service Bulletins for Refrigerant: > 431223 > Sep > 94 > A/C Refrigerant - Contamination Refrigerant: Technical Service Bulletins A/C Refrigerant - Contamination File In Section: 1 - HVAC Bulletin No.: 43-12-23 Date: September, 1994 Subject: Contaminated A/C Refrigerant Models: 1994 and Prior Passenger Cars and Trucks with R12 Air Conditioning Systems Government regulations limit the production of R12 refrigerant, commonly referred to as Freon, during 1994/1995 and restrict manufacture of new R12 material effective January 1, 1996. As R12 prices rise and supplies are depleted, it is anticipated non-approved substitute refrigerants and/or poor quality R12 material sold as new or reprocessed may become more prevalent. The Mobile Air Conditioning Society (MACS) recently expressed concern over reports of the sale of R12 refrigerant containing as high as 15% contamination by R22, a refrigerant commonly used in stationary home systems but unsuitable for use in mobile units. GM dealers should be careful to protect against contaminating their existing supplies of R12 or the A/C systems in customers' vehicles they service by dealing with reputable suppliers. All R12 refrigerant purchased for warranty repairs should be purchased through GM SPO to ensure GM quality standards are met. The use of non-approved R12 refrigerant substitutes, some of which contain flammable materials, has also been reported by MACS. These products are available to "do-it-yourselfers" who, in many cases, believe they are harmless replacements for the small cans of R12 used so commonly in the past. Once added to the A/C system, the vehicle can no longer be serviced using R12 recovery/recycling equipment without: - Risking permanent damage to recovery/recycling equipment - Contaminating the previously recovered R12 material in the recovery tank - Spreading the contamination when the recovered material is used to charge other vehicles or - Possible loss of the recovered material if the contaminated level is high enough to activate the air purge system Contaminated refrigerant also impacts customer satisfaction through poor vehicle A/C performance and loss of A/C system compressor/component durability. System or component failure resulting from the use of refrigerant which does not meet GM specification is not covered by the "New Vehicle Warranty". Unfortunately, there is no simple method to identify if a "do-it-yourselfer" or repair shop has added to or recharged a system with a non-approved refrigerant. The inability to protect against the spread of contaminated refrigerant threatens the recycling program and the industry's desire to maximize use of the remaining R12 supply. Beginning in 1993, General Motors STG, Harrison Division, Research Labs and Kent-Moore worked in conjunction with suppliers of various technologies to develop a tester to identify contaminated refrigerant in vehicle A/C systems before recovery. During development of the technology, several dealer service manager focus group studies were conducted to identify design features to best suit dealership needs. The discussions and surveys clearly indicated the desire for a dedicated instrument, permanently mounted to the refrigerant recovery cart to ensure ALL vehicles are automatically tested prior to recovering refrigerant. Testing ALL refrigerant for contamination prior to recovery is the ONLY means to ensure customer satisfaction, protect recovery equipment and avoid unintentional venting of refrigerant by your dealership. General Motors has evaluated all available technology for this project and only the J 39851 R12 "Pureguard" meets General Motors' specifications. The J 39851 R12 Pureguard Refrigerant Monitor has been classified as an essential tool and will be shipped by Kent-Moore to your dealership beginning in September of 1994. The essential price of the R12 "Pureguard" is $561 (for Canadian dealers the price is $800 Canadian). If your dealership has multiple R12 recovery equipment, additional units may be ordered from Kent-Moore for $561 at 1-800-345-2233. Features of the R12 "Pureguard" include: - Universally mounts to R12 Recovery Equipment - Automatically interrupts power to the Recovery Equipment when contaminated refrigerant is identified - Fully automatic design does not require technician action, training or interpretation - LCD displays Pureguard functions Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 99-01-39-004C > Jun > 09 > Technical Service Bulletins for Refrigerant: > 431223 > Sep > 94 > A/C Refrigerant - Contamination > Page 6401 - Meets GM contamination sensitivity requirements - Self calibrating - Micro-processor controlled - Audio alarm alerts technician Other Refrigerant Identifiers are being advertised which may be available this A/C season. However, ONLY the Kent-Moore J 39851 R12 "Pureguard" meets General Motors' current specifications which ensure recovered refrigerant is compatible with General Motors vehicles and General Motors approved recovery systems. An R134a Pureguard Refrigerant Identifier is currently under development and is anticipated to be available in early 1995. The contamination of R134a refrigerant is not expected to be a concern until the program to retrofit R12 vehicles to R134a becomes more widely used. Future bulletins will be issued to address the recovery and disposal of contaminated refrigerant. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 99-01-39-004C > Jun > 09 > Technical Service Bulletins for Refrigerant: > 331226 > Jan > 94 > A/C - Retrofitting R-12 Vehicles to R-134A Refrigerant: Technical Service Bulletins A/C - Retrofitting R-12 Vehicles to R-134A Group Ref.: HVAC Bulletin No.: 331226 Date: January, 1994 INFORMATION SUBJECT: RETROFITTING R-12 VEHICLES TO R-134a MODELS: 1994 AND PRIOR YEARS, PASSENGER CARS AND TRUCKS WITH R-12 A/C SYSTEMS There has been a great deal of information presented by the media regarding the need to retrofit vehicles produced with R-12, to a substitute refrigerant. This bulletin will outline GM's position and future plans on this subject. Most important, there is currently NO requirement to retrofit any R-12 vehicle. Vehicles built with R-12 can be serviced with R-12, as long as the refrigerant is available. At some point in time, R-12 may become either too scarce or too expensive to economically justify service on some vehicles with R-12. By that time, GM will provide you with instructions on retrofitting those vehicles from R-12 to R-134a. GM vehicle divisions, platforms, and component suppliers have been actively working on the details of retrofitting R-12 vehicles. An enormous amount of work is required to determine how hundreds of vehicle models can be satisfactorily retrofitted. Additional information will be provided as it becomes available. The following items contain important technical information that should answer many of the questions, and correct some misconceptions reported in the media. SUBSTITUTE REFRIGERANTS R-134a is the only approved substitute refrigerant that GM recommends and it should only be used if a complete retrofit procedure has been performed. None of the other refrigerants currently being marketed as replacement or drop-in substitutes for R-12 are approved for use in GM vehicles. R-12 and R-134a are not interchangeable. R-134a cannot be added to fill a low R-12 system. The combination of the two materials can cause high system pressures, which could cause damage to the system. Retrofitting an R-12 vehicle to R-134a requires careful preparation to insure that neither the vehicle nor the A/C service equipment has become contaminated. RESIDUAL MINERAL OIL The concern that mineral oil is chemically incompatible with R-134a and/or PAG lubricant has been proven to be untrue. A normal charge of mineral oil left in the A/C system after a retrofit to R-134a will not damage the system. Mineral oil, however, does not mix well with R-134a, and will not provide adequate lubrication. Tests on both the orifice tube and TXV systems show that the mineral oil parks in places such as the accumulator, and does not appreciably affect performance or damage the system. The retrofit service bulletin will specify the correct oil to be used. It is important that this oil recommendation be followed carefully. RESIDUAL R-12 Residual R-12 left in a system, due to improper retrofit service procedures, may result in system damage unless the residual R-12 is kept below the 2 percent limit specified by the Society of Automotive Engineers' Specification J-1661. New service methods are being developed to minimize the level of R-12 remaining in the A/C system after the retrofit procedure is completed. Following these new procedures will be critical to insure that the above limits are met. SYSTEM FLUSHING R-11, a material commonly used as an A/C system flushing solvent, has been found to be chemically incompatible with PAG lubricant. Technicians should be aware that residual R-11 remaining in an R-12 system will be very damaging if the vehicle is retrofitted to R-134a later in its life. For many years GM has recommended the use of in-line filters as an alternative to system flushing. SYSTEM FLUSHING, USING EITHER R-11 OR ANY OTHER FLUSHING MATERIAL, IS NOT APPROVED BY GM FOR ANY A/C SYSTEM. DESICCANT PROTECTION Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 99-01-39-004C > Jun > 09 > Technical Service Bulletins for Refrigerant: > 331226 > Jan > 94 > A/C - Retrofitting R-12 Vehicles to R-134A > Page 6406 It has been reported that the desiccant (moisture absorption material) used in 1992 and older R-12 A/C systems is incompatible with R-134a and PAG oil. The older desiccant was designed specifically for R-12 systems, but testing has shown that it is NOT necessary to replace the older desiccant just because the vehicle is being retrofitted to R-134a. 1993 and newer GM vehicles use desiccant designed to be compatible with both R-12 and R-134a systems. The amount of desiccant used in most GM vehicles is designed to last for at least seven years. To help maintain adequate protection for vehicles that must be retrofitted, it is recommended that the accumulator/dryer, which contains the desiccant, be replaced if the vehicle is more than five years old. "O" RINGS While continuing to service with R-12, be sure to use "O" rings and seal materials which are compatible with R-134a and PAG oil. This practice will eliminate concern in case the vehicle requires retrofitting later in its life. All "O" rings and seal materials available from GMSPO are compatible with R-134a systems. RETROFITTED SYSTEM PERFORMANCE Currently, it appears that for most GM vehicles, the retrofit procedure will require minimal changes to the existing system. Some vehicles may need additional parts and/or procedures to provide acceptable performance and/or durability. Our testing has shown that vehicles that have undergone recommended retrofit procedures will, in most climatic conditions, be minimally affected in terms of A/C performance. SERVICE POLICY Basic service policy is as follows: During Warranty - If an R-12 produced vehicle A/C system must be repaired or recharged under warranty, repairs will be completed using R-12. If R-12 is unavailable or unaffordable, GM will notify the dealer body and will pay for the warranty repair and the retrofit to R-134a. NOTE: It a customer requests that an in-warranty vehicle be converted to R-134a, and the R-12 system is functioning properly, the customer will be expected to pay for the retrofit. Out of Warranty - The cost of the conversion will be the responsibility of the customer. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 99-01-39-004C > Jun > 09 > Technical Service Bulletins for Refrigerant: > 331228 > Dec > 93 > A/C - Refrigerant Production Change R12 to R134a Refrigerant: Technical Service Bulletins A/C - Refrigerant Production Change R12 to R134a Group Ref.: HVAC Bulletin No.: 331228 Date: December, 1993 INFORMATION SUBJECT: REFRIGERANT CHANGE IN PRODUCTION VEHICLES EQUIPPED WITH AIR CONDITIONING (RPO C60) MODELS: 1994 CHEVROLET CAVALIER 1994 PONTIAC SUNBIRD Vehicles produced on and after January 3, 1994 equipped with air conditioning (RPO C60) will be charged with R134a. This includes vehicles produced at both the Lordstown and Ramos assembly plants. To identify this change, the vehicles charged with R134a will have the RPO code KR1 in addition to RPO code C60. Also, an underhood sticker will indicate the use of R134a and proper charge amount. With the exception of the special tools needed to service R134a, service diagnostics and procedures are generally the same as vehicles previously produced with R12. This information can be located in Section 1B of the appropriate service manual. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 99-01-39-004C > Jun > 09 > Technical Service Bulletins for Refrigerant: > 922501A > Aug > 92 > A/C - Use of Alternate Refrigerants In CFC 12 Refrigerant: Technical Service Bulletins A/C - Use of Alternate Refrigerants In CFC 12 Number: 92-250-1A Section: 0A Date: AUGUST 1992 Corporate Bulletin No.: 231205 ASE No.: A7 Subject: USE OF ALTERNATE REFRIGERANTS IN CFC 12 REFRIGERANT MOBILE AIR CONDITIONERS Model and Year: GALL MODEL YEARS - ALL PASSENGER CARS AND TRUCKS INCLUDING GEO A number of inquiries have been received concerning the use of "alternate refrigerants" as a replacement for R-12 refrigerant in General Motors air conditioning systems. Regardless of any advertised claims, there are currently no substitutes for refrigerant R-12 approved by General Motors. At the present time, only new or recycled R-12 is approved for use in General Motors R-12 air conditioning systems. Based on studies performed to date, the use of "alternate refrigerants" in General Motors R-12 air conditioning systems may result in higher system pressures, higher leak rates or incompatibility with drying and sealing materials. System performance and reliability may also be affected. Service equipment manufacturers have indicated that cross-contaminating R-12 recovery/recycling equipment with "alternate refrigerants" may damage the equipment. General Motors supports the Society of Automotive Engineers recommended service procedures for recovery and recycling of R-12. The use of known "alternate refrigerants" without proper service practices for identifying vehicle systems containing these "alternate refrigerants" and dedicated recovery equipment to service those vehicles will contaminate the recycled supply of R-12 refrigerant. Contamination of the recycled R-12 refrigerant makes the refrigerant unusable for recharging air conditioning systems and could jeopardize the recycling program. At the present time, General Motors has not approved any "alternate refrigerant" for R-12 in R-12 air conditioning systems. Therefore, R-12 systems should continue to be serviced with new or recycled R-12 only. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > A/C - Refrigerant Recovery/Recycling/Equipment Refrigerant: Technical Service Bulletins A/C - Refrigerant Recovery/Recycling/Equipment Bulletin No.: 08-01-38-001 Date: January 25, 2008 INFORMATION Subject: Information On New GE-48800 CoolTech Refrigerant Recovery/Recharge Equipment Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks (Including Saturn) 2008 and Prior HUMMER H2, H3 2005-2008 Saab 9-7X Attention: This bulletin is being issued to announce the release of GM approved Air Conditioning (A/C) Refrigerant Recovery and Recharging Equipment that meets the new Society of Automotive Engineers (SAE) J2788 Refrigerant Recovery Standards. The ACR2000 (J-43600) cannot be manufactured in its current state after December 2007 and will be superseded by GE-48800. The new J2788 standard does not require that GM Dealers replace their ACR2000 units. ACR2000's currently in use are very capable of servicing today's refrigerant systems when used correctly and can continue to be used. Details regarding the new SAE J2788 standard are outlined in GM Bulletin 07-01-38-004. Effective February 1 2008, new A/C Refrigerant Recovery/Recharging equipment (P/N GE-48800) will be released as a required replacement for the previously essential ACR2000 (J-43600). This equipment is SAE J2788 compliant and meets GM requirements for A/C Refrigerant System Repairs on all General Motors vehicles, including Hybrid systems with Polyolester (POE) refrigerant oil. This equipment will not be shipped as an essential tool to GM Dealerships. In addition, this equipment is Hybrid compliant and designed to prevent oil cross contamination when servicing Hybrid vehicles with Electric A/C Compressors that use POE refrigerant oil. The ACR2000 (J-43600) will need to be retrofitted with a J-43600-50 (Hose - ACR2000 Oil Flush Loop) to be able to perform Hybrid A/C service work. All Hybrid dealers will receive the J-43600-50, with installation instructions, as a component of the Hybrid essential tool package. Dealerships that do not sell Hybrids, but may need to service Hybrids, can obtain J-43600-50 from SPX Kent Moore. Refer to GM Bulletin 08-01-39-001 for the ACR2000 Hose Flush procedure. The High Voltage (HV) electric A/C compressor used on Two Mode Hybrid vehicles uses a Polyolester (POE) refrigerant oil instead of a Polyalkylene Glycol (PAG) synthetic refrigerant oil. This is due to the better electrical resistance of the POE oil and its ability to provide HV isolation. Failure to flush the hoses before adding refrigerant to a Hybrid vehicle with an electric A/C compressor may result in an unacceptable amount of PAG oil entering the refrigerant system. It may cause a Battery Energy Control Module Hybrid Battery Voltage System Isolation Lost Diagnostic Trouble Code (DTC P1AE7) to be set. Additionally, the A/C system warranty will be voided. Warranty Submission Requirements The Electronically Generated Repair Data (snapshot summary) and printer functions have been eliminated from the GE-48800. The VGA display and temperature probes were eliminated to reduce equipment costs. As a result, effective immediately the 18 digit "Snapshot/Charge Summary" code is no longer required for Air Conditioning (A/C) refrigerant system repairs that are submitted for warranty reimbursement. The charge summary data from before and after system repairs will continue to required, but documented on the repair order only. Both high and low pressures and the recovery and charge amounts should be noted during the repair and entered on the repair order. If using ACR2000 (J-43600), the "Snapshot/Charge Summary" printouts should continue to be attached to the shops copy of the repair order. The labor codes that are affected by this requirement are D3000 through D4500. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 08-01-38-001 > Jan > 08 > A/C - Refrigerant Recovery/Recycling/Equipment Refrigerant: Technical Service Bulletins A/C - Refrigerant Recovery/Recycling/Equipment Bulletin No.: 08-01-38-001 Date: January 25, 2008 INFORMATION Subject: Information On New GE-48800 CoolTech Refrigerant Recovery/Recharge Equipment Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks (Including Saturn) 2008 and Prior HUMMER H2, H3 2005-2008 Saab 9-7X Attention: This bulletin is being issued to announce the release of GM approved Air Conditioning (A/C) Refrigerant Recovery and Recharging Equipment that meets the new Society of Automotive Engineers (SAE) J2788 Refrigerant Recovery Standards. The ACR2000 (J-43600) cannot be manufactured in its current state after December 2007 and will be superseded by GE-48800. The new J2788 standard does not require that GM Dealers replace their ACR2000 units. ACR2000's currently in use are very capable of servicing today's refrigerant systems when used correctly and can continue to be used. Details regarding the new SAE J2788 standard are outlined in GM Bulletin 07-01-38-004. Effective February 1 2008, new A/C Refrigerant Recovery/Recharging equipment (P/N GE-48800) will be released as a required replacement for the previously essential ACR2000 (J-43600). This equipment is SAE J2788 compliant and meets GM requirements for A/C Refrigerant System Repairs on all General Motors vehicles, including Hybrid systems with Polyolester (POE) refrigerant oil. This equipment will not be shipped as an essential tool to GM Dealerships. In addition, this equipment is Hybrid compliant and designed to prevent oil cross contamination when servicing Hybrid vehicles with Electric A/C Compressors that use POE refrigerant oil. The ACR2000 (J-43600) will need to be retrofitted with a J-43600-50 (Hose - ACR2000 Oil Flush Loop) to be able to perform Hybrid A/C service work. All Hybrid dealers will receive the J-43600-50, with installation instructions, as a component of the Hybrid essential tool package. Dealerships that do not sell Hybrids, but may need to service Hybrids, can obtain J-43600-50 from SPX Kent Moore. Refer to GM Bulletin 08-01-39-001 for the ACR2000 Hose Flush procedure. The High Voltage (HV) electric A/C compressor used on Two Mode Hybrid vehicles uses a Polyolester (POE) refrigerant oil instead of a Polyalkylene Glycol (PAG) synthetic refrigerant oil. This is due to the better electrical resistance of the POE oil and its ability to provide HV isolation. Failure to flush the hoses before adding refrigerant to a Hybrid vehicle with an electric A/C compressor may result in an unacceptable amount of PAG oil entering the refrigerant system. It may cause a Battery Energy Control Module Hybrid Battery Voltage System Isolation Lost Diagnostic Trouble Code (DTC P1AE7) to be set. Additionally, the A/C system warranty will be voided. Warranty Submission Requirements The Electronically Generated Repair Data (snapshot summary) and printer functions have been eliminated from the GE-48800. The VGA display and temperature probes were eliminated to reduce equipment costs. As a result, effective immediately the 18 digit "Snapshot/Charge Summary" code is no longer required for Air Conditioning (A/C) refrigerant system repairs that are submitted for warranty reimbursement. The charge summary data from before and after system repairs will continue to required, but documented on the repair order only. Both high and low pressures and the recovery and charge amounts should be noted during the repair and entered on the repair order. If using ACR2000 (J-43600), the "Snapshot/Charge Summary" printouts should continue to be attached to the shops copy of the repair order. The labor codes that are affected by this requirement are D3000 through D4500. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 06-01-39-007 > Jul > 06 > A/C - Contaminated R134A Refrigerant Refrigerant: Technical Service Bulletins A/C - Contaminated R134A Refrigerant Bulletin No.: 06-01-39-007 Date: July 25, 2006 INFORMATION Subject: Contaminated R134a Refrigerant Found on Market for Automotive Air-Conditioning Systems Models: 2007 and Prior GM Passenger Cars and Trucks (including Saturn) 2007 and Prior HUMMER H2, H3 2007 and Prior Saab 9-7X Attention: This bulletin should be directed to the Service Manager as well as the Parts Manager. Commercially Available Contaminated R134a Refrigerant Impurities have been found in new commercially available containers of R134a. High levels of contaminates may cause decreased performance, and be detrimental to some air-conditioning components. Accompanying these contaminates has been high levels of moisture. Tip: Excessive moisture may cause system concerns such as orifice tube freeze-up and reduced performance. Industry Reaction: New Industry Purity Standards Due to the potential availability of these lower quality refrigerants, the Society of Automotive Engineers (SAE), and the Air Conditioning and Refrigeration Industry (ARI) are in the process of instituting reliable standards that will be carried on the labels of future R134a refrigerant containers. This identifying symbol will be your assurance of a product that conforms to the minimum standard for OEM Automotive Air-Conditioning use. How Can You Protect Yourself Today? It is recommended to use GM or ACDelco(R) sourced refrigerants for all A/C repair work. These refrigerants meet General Motors own internal standards for quality and purity, insuring that your completed repairs are as good as the way it left the factory. Parts Information The part numbers shown are available through GMSPO or ACDelco(R). The nearest ACDelco(R) distributor in your area can be found by calling 1-800-223-3526 (U.S. Only). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 06-01-39-007 > Jul > 06 > A/C - Contaminated R134A Refrigerant > Page 6430 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 99-01-38-006A > May > 00 > A/C - Refrigerant Recovery/Recharge Equipment Refrigerant: Technical Service Bulletins A/C - Refrigerant Recovery/Recharge Equipment File In Section: 01 - HVAC Bulletin No.: 99-01-38-006A Date: May, 2000 WARRANTY ADMINISTRATION Subject: J-43600 ACR 2000 Essential Refrigerant Recovery/Recharge Equipment Models: 1993-2000 Passenger Cars and Light Duty Trucks with R-134a Refrigerant This bulletin is being revised to change the effective date and to update the text. Please discard Corporate Bulletin Number 99-01-38-006 (Section 01 - HVAC). Effective June 1, 2000, the use of J-43600 ACR 2000 will be required on all repairs that require A/C system recovery and are reimbursable by GM. Additionally, GM highly recommends that J-43600 ACR 2000 be used on all GM cars and trucks for customer paid A/C repairs. Important: Also effective June 1, 2000, the "Add" time for all air conditioning recovery is revised to 0.5 hours for front systems and 0.7 hours for front/rear dual systems (RPO C69 or C34). After June 1, 2000, all air conditioning claims submitted with the 0.9 hours "Add" time will be rejected for "labor hours excessive". After the completion of repairs (charging), the ACR 2000 will prompt the user to perform a snapshot of the air conditioning system operating data. The snapshot includes: ^ Maximum high side pressure. ^ Minimum low side pressure. ^ Duct outlet temperatures (2). ^ Refrigerant purity information. This information is captured on a paper printout and in a warranty code. For all GM paid repairs, the paper printout should be attached to the shop copy of the repair order. The warranty code must be submitted in the warranty claim information in the comments field. The code enables the reporting of valuable information about the repair to GM for product quality improvement. Claims submitted without this information may be subject to review and subsequent debit. The required use of J-43600 ACR 2000 raises the question of the acceptable uses for any existing recovery/recycle equipment that GM dealers are currently using. GM recognizes that many of the previously essential ACR4's are reaching the end of their useful life. There are several alternatives for existing equipment that may be considered: ^ Use the existing equipment as customer paid recovery only equipment. Example: Collision repair area. ^ Use the existing equipment as a scavenger unit for contaminated A/C systems. ^ Sell the existing units to repair facilities outside the GM dealer network. ^ Discontinue the use of the existing units if the repair/maintenance costs exceed the value of the equipment. ^ Donate the existing equipment to local technical schools. ^ Dedicate the ACR4 to A/C system flushing, using the J-42939 Flush Adapter. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 99-01-38-006A > May > 00 > A/C - Refrigerant Recovery/Recharge Equipment > Page 6435 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a Technical Service Bulletin # 431207E Date: 970101 A/C - Retrofitting R-12 to R-134a File In Section: 1 - HVAC Bulletin No.: 43-12-07E Date: January, 1997 INFORMATION Subject: Guidelines for Retrofitting R-12 Vehicles to R-134a Models: 1984-94 Passenger Cars and Trucks (See List Below) This bulletin is being revised with the following changes: 1. Addition of all remaining GM vehicles, as listed. 2. Format rearranged for easier use. Please discard Corporate Bulletin Number 43-12-07D (Section 1 - HVAC). Car/Truck Platform Coverage Starts: 1984 - A, B, D, E, F, J, K, P, Y Carlines 1985 - C, M, N, R, S Carlines 1986 - H Carline 1987 - L, V (Allante) Car lines; M/L, G, R/V, S/T, P Truck lines 1988 - T (LeMans), E (Reatta), W Car lines; C/k, MED. Duty Truck lines 1989 - Tracker 1990 - U Van Vehicles Not Covered: T (Chevette and T1000), G RWD, C RWD, and X Car If a vehicle is not covered in the list above, GM's recommendation is that the vehicle continue to be serviced with R-12. This bulletin outlines the detailed retrofit procedures, as well as providing background information on many components and procedures. It is important to follow the bulletin, since each car and truck line has unique parts and procedures. However, the basic procedure is simple, and will become easier as you complete more retrofits. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6440 Retrofit Requirements The customer should be reminded that there is NO requirement in the U.S. to retrofit any vehicle produced with R-12. Vehicles built with R-12 can be serviced with R-12 as long as it is available (except in certain Canadian Provinces). GM has taken steps to extend the supply of R-12 and recommends that all R-12 vehicles continue to be serviced with R-12 as long as it is available. Training Video Before doing a retrofit the first time, it is recommended that you view the Certified Plus Training Video, Program number 51010.15, "R-134a Retrofit for GM Cars and Trucks". Table of Contents A. Retrofit Procedure 1. Inspect Condition of Vehicle 2. Recover the R-12 (new method) 3. Install the service port conversion fittings 4. Install any additional parts needed 5. Evacuate and recharge with new PAG or V5 retrofit oil and R-134a 6. Install the retrofit label Platform Details Compressor Replacement Chart B. General Information 1. Performance 2. Leakage 3. Desiccant 4. Improved Cooling Performance 5. PAG or V5 Oil Compatibility 6. Refrigerant Oil Level Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6441 C. Parts Information D. Warranty Information 1. Vehicle Still in Warranty 2. Customer Paid' Retrofitting Costs 3. Labor Time Information Notes on Retrofit Important: Before proceeding with any retrofit, make sure you have all component Parts required on hand to perform a proper and complete repair with Minimal downtime. R-12 Removal Prior to Retrofit To prepare a system for retrofitting, the R-12 must be recovered and the system must be completely evacuated. Evacuation is necessary to insure that small amounts of R-12 and air remaining in the system are removed. This will prevent cross contamination of the two refrigerants, which could lead to reduced A/C system reliability and performance. It is very important that the specified times for waiting after recovery and evacuation not be reduced. This time is required to sufficiently remove residual R-12 from the oil in the system. A considerable amount of testing has determined that the following procedure is required to achieve satisfactory results and conform to SAE J 1661: 1. Inspect Condition of Vehicle Install the gauge set on the high and low side ports. Use normal diagnostic procedures to find the cause of the vehicle's reported condition. One of three conditions will exist with the refrigerant system: a. System pressure correct, no leaks - proceed to Step 2 (Recovery). This would normally apply when: 1. The system must be recovered/recharged for a repair to a system other than the A/C system, or 2. Where the A/C system condition did not involve leaks, but requires recovery/recharge to replace a component. b. Compressor not operating, but some charge. Leak test to find the leak, complete Step 2 (Recovery), then correct the leak before proceeding with Step 3 (Conversion port installation). c. No charge in system - proceed with the Conversion port installation in Step 3. Use the ACR4 to evacuate for 5 minutes. If the leak can be heard, repair the leak. If the leak cannot be heard, charge with 1/2 pound of R-134a. Leak test with the J 39400 Leak Detector, recover the R-134a, repair any additional leaks found, and proceed with the evacuation in Step 5. 2. Recover the R-12 from the System Notice: THIS PROCEDURE IS DIFFERENT THAN THE NORMAL (NON-RETROFIT) RECOVERY PROCEDURE. R-12 will be recovered through the HIGH SIDE SERVICE PORT ONLY, WITH THE ENGINE RUNNING. Recovery through the low side will not effectively remove the R-12 from the accumulator, resulting in possible damage to the retrofitted system. Important: Vehicle must be above 50° F (10° C) to allow for complete recovery of the R-12. If it is not, either allow it to warm up in the shop overnight, or increase the evacuation time in Step 5.a to 30 minutes. a. Connect the recovery hose from the R-12 recovery cart (ACR3) to the middle port of the A/C gauge set. Open the oil drain valve on the ACR3 cart long enough to drain the oil. Failure to do so could cause excessive amounts of oil to build up in the separator, resulting in damage to the recovery cart compressor. b. Start the engine. Leave the hood up, and the windows open. On vehicles with manual A/C controls, set the A/C controls to normal A/C mode, high blower, and temperature control to full cold. On cars with automatic A/C controls, set the temperature to 75° F, "AUTO" mode, and manually select high blower. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6442 Make sure the vehicle compressor is engaged. Turn the cart on and start the recovery cycle. OPEN ONLY THE HIGH SIDE VALVE ON THE GAUGE SET. The vehicle system should eventually shut the compressor off. If the low side pressure drops below 15 psi, and the compressor does not turn off, turn it off now (go to "VENT" or "ECON" mode), but leave the engine running and the blower on "high". c. After the recovery cart shuts off the first time, wait 5 minutes. If the pressure on either the high or the low side rises above 0 psi, restart the recovery process. After the second shutoff, wait 2 minutes. If the pressure again rises above 0 psi, restart, and after shutoff, again wait 2 minutes. The process can be stopped when the pressure does not rise above 0 psi after 2 minutes. The engine can be shut off at this time. d. Remove the R-12 reclaim hose and the gauge set from the vehicle. Any repairs needed should be done at this time. If any components other than the compressor are replaced, they should be installed dry, and no extra oil should be added. 3. Install the Service Port Conversion Fittings Important: For GEO vehicles, skip to Step 4. Fitting installation is covered in that step. For vehicles that require a HPCOS, see Step 4. Some of these vehicles use a specific combination fitting to mount the HPCOS, which includes the high side service port fitting and the HPCOS port. The low side fitting is installed as detailed below. See "Platform Details" for further information. Important: A new tool kit, P/N J 39500-250, has been released. This kit contains the following items: ^ J 39500-71 Oil Injection Bottle Conversion Kit (includes 3 12 oz bottles, an extender tube, caps, and fittings) ^ J 39500-275 Tool kit, including the following: (See Figure 2) - J 34611-A Double ended valve core remover - J 25498-A High side adapter fitting - J 38702 Deep valve core adapter fitting Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6443 - J 41265 Thread cleaning wire brush - J 41266 Low side port thread restorer - J 41267 High side port thread restorer - J 39037 High side octagon socket - J 41256 Low side octagon socket New low profile, quick connect couplers, J 39500-20A (High side), and J 39500-24A (Low side), have been released as essential tools, to attach to the ACR4 (see Figure 3). These are much smaller couplers than the existing ones, and will allow attachment to the port fittings in much tighter quarters. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6444 Select and install the proper R-134a fittings (shown in Figure 4) from the chart below, based on how the ACR4 couplers will attach. Also, remember to check for proper hood clearance with the conversion fittings. Try the straight fittings first. The two-piece high side fitting is used when the existing fitting is screwed into the pipe fitting (some 1992, and nearly all 1993 models, use these fittings). Use the 90° elbow if the straight fitting does not allow the ACR4 couplers to connect. Fitting Type High Side Low Side Straight 52467941 52467943 Straight Two-piece 52467324 N/A 90° Elbow 52469054 52469055 The fittings should be installed as follows: a. Remove the caps from the R-12 fittings. Remove any dirt or grease from the port threads using the thread cleaning wire brush, J 41265. Inspect the fittings for thread damage. If any damage is found, use the port thread restorer (J 41266 low side, J 41267 high side) to repair the thread. For the two-piece fitting, remove the existing R-12 fitting and discard it. Use tool J 38704A (previously released, not part of the above kit) to remove the fitting. Make sure to hold the line securely to prevent damage when removing the existing fitting. If the fitting cannot be removed easily, use the saddle clamp valve listed below and seal the R-12 port and cap permanently. b. Install the selected fitting onto the existing R-12 fitting. Leave the valve core in the straight fittings, and remove the valve core when using the 90° fittings. If the valve cores need to be removed at a later time, they can be removed with the straight conversion fittings in place. On the low side straight fitting, use the J 34611-A tool to remove the core pin in the conversion fitting, then remove the core valve from the original R-12 fitting. Always recover the charge before valve core removal. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6445 Use the octagon sockets on the straight fittings (J 39037 high side, and J 41256 low side). Torque the new fitting until it seats. The fitting should seat fully BEFORE reaching 11 N.m (8 lb ft). If 11 N.m (8 lb ft) of torque is reached and the fitting has not seated, it is probable that the threads have been damaged. In this case, remove the fitting and use the thread restorer listed above. Reinstall the fitting, adding one drop of a thread locking compound such as Loctite(R) 242. The fittings (except the two-piece) have a thread locking compound applied to the threads. This compound will set up enough to restrict removal of the fitting in about 15 minutes. The fittings can now be used to evacuate the system (see Step 5). An additional type of conversion port fitting has been developed. This fitting is called a saddle clamp valve (see Figure 5). It can be clamped directly on a metal refrigerant line, and will be used if the existing fitting is damaged or is inaccessible. A drop of a thread locking compound, such as Loctite(R) 242, should be used on each bolt to prevent the threads from loosening. The R134a saddle clamp valve part numbers are: If an existing R-12 service port is not used, it must be rendered inoperative. Place several drops of a thread locking compound, such as Loctite(R) 243, in the valve core, and onto the cap threads. Secure the cap and let it set for 15 minutes. 4. Install Any Additional Parts Needed See "Platform Details" after Step 6. If a vehicle is listed as a "Basic Retrofit", no additional parts are required (except for compressors, see the Compressor Replacement Chart at the beginning of Platform Details). If no parts are required, PROCEED TO STEP 5. Compressors Compressors do not need to be replaced as part of a normal retrofit, unless indicated in the Compressor Replacement Chart. An R-12 compressor that is operating properly can, in most cases, be left in the vehicle when it is retrofitted to R134a. However, if a compressor failure is the reason the vehicle is in for service, and the vehicle will be retrofitted, OR if a vehicle has already been retrofitted with R-134a and the compressor fails at some time in the future, new compressors for use with R-134a are available. See the GMSPO Parts Catalog for specific part numbers. DO NOT use a replacement R-12 compressor for any vehicle retrofitted to R-134a (unless it is the new "oil-less" design). See "Compressor Availability" at the end of the Compressor Replacement Chart. Accumulator /Dryer If the vehicle is more than 5 years old, the Accumulator/Dryer (A/D) should be replaced to ensure that moisture is removed from the system. See the instructions for proper A/D identification in General Information. High Pressure Cut-Off Switch (HPCOS) Most trucks, and some 1984-93 B and D cars, require that a HPCOS be added to protect the refrigerant system during long idles at high temperature. The HPCOS kit (P/N 15981985) contains the switch, wire harness, heat sealing splice connectors, switch "0" ring, and installation instructions. A saddle clamp adapter (P/N 15985307), or a special dual fitting, is mounted to the high pressure line, and provides the port to mount the switch. A drop of a Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6446 thread locking compound, such as Loctite(R) 242, should be used on each bolt of the saddle clamp to prevent the threads from loosening. Some vehicles produced during the second half of the 1993 model year will already have a factory installed HPCOS. Check the back of the compressor for this switch. If present, the above switch will not have to be added. 5. Evacuate the System, and Recharge with PAG or V5 Retrofit Oil and R-134a Newly designed low profile quick connect couplers for the ACR4, J 39500-20A and J 39500-24A, have been released. These should be installed before proceeding with the evacuation. See Step 3, and Figure 3. a. Connect the R-134a cart (ACR4) to the system. Open the coupler valves on the hoses so that the pressures can be read on the gauges. On the cart, open the HIGH SIDE VALVE ONLY. DO NOT OPEN THE LOW SIDE VALVE! Program the cart for a 15 minute evacuation. Important: If the vehicle has been at outside temperatures of less than 50° F (10° C), or at high altitudes (above 3000 ft), use a 30 minute evacuation to insure complete removal of the R-12. If the vacuum pump will not start and a "H-P" reading is indicated on the ACR4 display, loosen the fitting at the high side line connection to the ACR4 to relieve pressure in the line. Tighten the fitting after pressure has been relieved. DO NOT USE THE RECOVERY MODE TO RELIEVE LINE PRESSURE. b. Start the evacuation. For a proper evacuation, the cart must pull down to 28-29 in. Hg. at sea level (reduce by 1 in. for each 1000 ft above sea level). Check the low side gauge for proper vacuum level, to make sure the new fittings are operating properly. While the evacuation is being done, the Retrofit label can be filled out and installed (see Step 6). Important: If the compressor was replaced at the same time as this retrofit, and the new compressor was shipped with the correct amount of PAG oil already in it, DO NOT add any additional oil to the system! Go to Step D. If an "oil-less" compressor was installed, add oil in Step C. A new retrofit oil for use with V5 compressor vehicles has been released. This oil will be used ONLY for retrofitted vehicles in which the original V5 compressor is retained. IT WILL NOT BE USED IF A COMPRESSOR IS REPLACED AT THE TIME OF THE RETROFIT. Failure to use this oil may significantly shorten the useful life of the compressor. Important: If the V5 Retrofit oil is not available from GMSPO, the compressor MUST BE REPLACED! To summarize the correct retrofit oil usage: ^ Compressor replaced during retrofit - NO OIL ADDED if new compressor shipped with oil - 8 oz. of PAG oil (9 oz of PAG oil with V5 compressor) added if compressor shipped without oil ("oil-less" design) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6447 ^ PAG oil used for future service if needed (mark PAG on box on label, Figure 6). ^ HR6 or R4 original compressor RETAINED - add 8 oz FAG oil to system ^ V5 original compressor RETAINED - add 9 oz V5 Retrofit oil to system. If V5 Retrofit oil is not available from GMSPO, REPLACE THE COMPRESSOR. c. Based on the above chart, add oil if needed. Use the new oil bottle and the extended tube kit, J 39500-71. Fill the bottle with at least 10 oz of oil. Attach the new bottle to the back of the ACR4, and open the oil fill valve. Allow the correct amount of oil to be drawn into the system. DO NOT allow the oil level to drop below the end of the pickup tube. This will prevent any air from being drawn into the system. If any oil was removed during the R-12 recovery evacuation steps, DO NOT add additional oil to replace it. d. Determine the correct amount of R-134a to use. Check the existing label of the vehicle for the R-12 charge amount. Use the formula {(R12 x .9) - .25 lb = R-134a} to determine the correct charge. This can also be stated as: Take 90% of the R12 charge, and subtract 1/4 lb. Follow the directions for the ACR4 cart to recharge the system. At the end of the process, "CPL" will be displayed. Close the high side valve. e. Start the vehicle, turn on the A/C system, and confirm that pressures are within normal operating ranges, as shown in the 1994 Service Manual. The 1994 Service Manuals can be used as a reference for diagnosis and specification of retrofitted systems. On some vehicles with automatic A/C controls or low charge diagnostics, the A/C compressor may not engage if any diagnostic codes were set during the retrofit. Check to see if any codes were set in either the HVAC or Engine Control systems. If they were, clear the codes following the directions in the Service Manual. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6448 f. TO INSURE AN ACCURATE CHARGE AMOUNT, IT IS IMPORTANT TO CLEAR THE ACR4 OF ANY REMAINING REFRIGERANT. Close the high side coupler valve and remove the high side hose from the vehicle. Then, open both the high and low side valves on the ACR4. After the pressures on both gages are at low side pressure, close the low side coupler valve. See Step G below, then remove the low side hose from the vehicle. Shut off the engine. Install the service port caps on the new fittings. These serve as a seal and can prevent system leaks. g. In the unlikely event that the low side fitting leaks when the coupler is removed, use the following procedure: 1. Immediately reinstall the coupler on the fitting. 2. Find the valve core remover J 34611-A. 3. Remove the coupler. 4. Use the double-ended valve core remover to turn the valve core pin counter-clockwise until the leak stops. 5. Install the cap. If the leak was substantial or continued for an extended period of time, it is highly recommended to evacuate and recharge the system to insure proper performance. If there is any question, the system can be rechecked by repeating Step F. h. Leak test any new port fittings, adapters, or valves that were installed, and any joints that were opened or repaired during the retrofit process, using tool J 39400. 6. Install the Retrofit Label The retrofit label (P/N 21030857, roll of 250) has been developed following SAF specifications to insure a smooth transition from R-12 to R-134a, and to insure a professional approach to the retrofit and a quality repair. Following the instructions in this bulletin will insure that the retrofit meets the SAE standards. Fill in the new label using a typewriter or a ball-point pen (see Figure 6). Select a location for the label that will be easily visible. Some suggested areas are the radiator support panel, an area near the existing R-12 charge label, or a flat surface near the high or low side service ports. The area selected should be a clean, underhood, painted sheet metal surface, and should be degreased and wiped down with a non-petroleum based cleaner. Do not install the label on a rubber surface. Apply the label, then apply the clear overlay to the label. Do not remove, cover, or render unreadable the existing R-12 charge label. DO cover the R-12 refrigerant charge amount on the existing label with an indelible, preferably black, marker. Platform Details Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6449 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6450 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6451 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6452 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6453 FOR ALL VEHICLES EXCEPT GEO, see the "Compressor Replacement Chart" at the end of this section. Compressor replacement requirements ARE NOT LISTED in the platform details (except for application details), except as noted below for Y car and P and Medium Duty truck. Compressor Replacement Chart Important: It is important to check the date code on the compressor. Any vehicle may have had a compressor replaced either during or after the warranty period. The date code will determine whether or not the compressor must be replaced. Compressor Availability A new compressor for use with R-134a systems will be shipped with the correct amount of PAG oil installed (see "IMPORTANT" below). Do not add any additional oil in Step 5 of the retrofit procedure if a compressor is to be replaced with a new R-134a compressor at the same time the initial retrofit is Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6454 being done. Important: During 1996, "oil-less" compressors began to be serviced with NO added oil. New part numbers will be issued, and both the box and the compressor will be clearly marked to indicate that no oil is present. If you receive one of these newer compressors, simply add the normal amount of oil to the system in Step 5 of the retrofit procedure (8 oz of PAG oil, or 9 oz of PAG oil with V5 compressor). These "oil-less" compressors are compatible with EITHER R12 or R-134a. Geo Models Compressors DO NOT HAVE TO BE REPLACED as part of the retrofit. New compressors are shipped with enough oil to accommodate the entire A/C system. Do not add additional PAG oil to the system it the compressor is being replaced. 1985-88 Nova, 1989-93 Prizm (S) 1. Using the Service Manual, remove the following components in the order given: a. Receiver/dryer. b. Loosen evaporator to compressor (suction) pipe (to be reinstalled) c. 1985-92 only: Loosen compressor to condenser (compressor discharge) pipe (to be reinstalled). d. 1985-88 only: Service Valve & Extension Housing on compressor (to be installed). e. Compressor (only if being replaced). 2. Using the Service Manual, install the following components in the order given. Be sure to use new 0-rings whenever a refrigerant connection has been disconnected. a. Compressor (if being replaced). b. High and low side adapter fittings (see Step 3 of the retrofit procedure for detailed installation instructions). c. 1985-88 only: Service Valve & Extension Housing on compressor using new 0-rings. Six small 0-rings and one large 0-ring are required. d. Evaporator to compressor (suction) pipe 0-ring. e. 1985-92 Compressor to condenser (discharge) hose 0-ring. f. Receiver/dryer and 0-rings. R-134a amount: 85-92 - 650 grams (1.43 lb) 93 - 700 grams (1.54 lb) PAG oil amount: 100 cc (3.0 oz) Parts Required: Receiver/dryer: 85-88 - 94855761 89-93 - 94855762 Adapter Fittings: Low Side - 94855760 High Side - 94855759 0-Rings: 85-88 Compressor - Small 0-rings (6 required) - 94857336 - Large 0-ring - 94857337 85-93 Receiver/Dryer (2) - 94845949 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6455 85-93 Suction hose - 94855765 85-92 Discharge hose - 94845943 1985-88 Sprint, 1989-93 Metro (M) 1. Using the Service Manual, remove the following components in the order given: a. Receiver/dryer. b. Evaporator to compressor (suction) pipe. c. Compressor to condenser (compressor discharge) pipe. d. Joint service connector on compressor (to be reinstalled). e. Compressor (only if being replaced). 2. Using the Service Manual, install the following components in the the order given. Be sure to use new 0-rings whenever a refrigerant connection has been disconnected. a. Compressor (if being replaced). b. High and low side adapter fittings (see Step 3 of the retrofit procedure for detailed installation instructions). c. Joint service connector to compressor. Use new 0-rings. Six small 0-rings and one large 0-ring are required. d. Evaporator to compressor (suction) pipe, and new 0-ring. e. Compressor to condenser (discharge) hose and new 0-ring. f. Receiver/dryer and 0-ring. R-134a amount: 500 grams (1.10 lb) PAG oil amount: 100 cc (3.0 oz) Parts Required: Receiver/dryer: 85-86 - 91172081 87-88 - 91172079 89-93 - 96068480 Adapter Fittings: Low Side - 91172092 85-88 - High Side - 91172094 89-93 - High Side - 52467941 0-Rings: Compressor - Small 0-rings (6 required) - 91172095 - Large 0-ring - 96068915 Receiver/Dryer (2) - 96068488 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6456 89-93 - Suction hose - 96068490 89-93 - Discharge hose - 96068489 Suction hose: 85-86 - 91172086 85-86 Dealer installed: 91172087 87-88 - 91172088 89-93 - w/turbo - 96069121 - w/o turbo - 91172089 Discharge hose: 85-86 - 91172082 85-86 Dealer installed: 91172083 87-88 - 91172084 89-93 - 96069024 1989-93 Tracker 1. Using the Service Manual, remove the following components in the order given: a. Receiver/dryer. b. Evaporator to compressor (suction) pipe. c. Compressor to condenser (compressor discharge) pipe. d. Joint service connector on compressor (to be reinstalled). e. Compressor (only if being replaced). 2. Using the Service Manual, install the following components in the order given. Be sure to use new 0-rings whenever a refrigerant connection has been disconnected. a. Compressor (if being replaced). b. High and low side adapter fittings (see Step 3 of the Retrofit procedure for detailed installation instructions). c. Joint service connector to compressor. Use new 0-rings. Six small 0-rings and one large 0-ring are required. d. Evaporator to compressor (suction) pipe, and new 0-ring. e. Compressor to condenser (discharge) hose and new 0-ring. f. Receiver/dryer and 0-ring. R-134a amount: 550 grams (1.21 lb) PAG oil amount: 100 cc (3.0 oz) Parts Required: Receiver/dryer - 91172080 Adapter, Low Side - 91172092 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6457 Adapter, High Side - 91172093 0-Rings: Compressor - Small (6) - 91172095 Large - 96068915 Receiver/dryer (2) - 96068488 Suction hose - 96068490 Discharge hose - 96068489 Suction hose - 91172091 Discharge hose - 91172085 1985-89 Spectrum and 1990-93 Storm (R) 1. Using the Service Manual, remove the following components in the order given: a. Condenser (Storm) or radiator grille (Spectrum) (to be reinstalled). b. Triple switch (Storm) or dual pressure switch (Spectrum) (to be reinstalled). c. Receiver/dryer. d. Evaporator to compressor (suction) pipe. e. Check valve from high side service valve (discard). f. Compressor (only if being replaced). 2. Using the Service Manual, install the following components in the order given. Be sure to use new 0-rings whenever a refrigerant connection has been disconnected. a. Compressor (if being replaced). b. High side adapter fitting (see Step 3 of the retrofit procedure for detailed installation instructions). Low Side - Part of suction hose c. Evaporator to compressor (suction) pipe, and new 0-rings. d. Receiver/dryer and 0-rings. e. Triple switch or dual switch, and new 0-ring. f. Condenser or radiator grille. R-134a amount: 91 - 500 grams (1.10 lb) 92-93 - 600 grams (1.32 lb) PAG oil amount: 150 cc (4.50 oz) Parts Required: Receiver/dryer: 85-89 - 97104795 90-91 - 97104797 92-93 - 97104798 Adapter, High Side: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6458 85-89 - 97104794 90-93 - 97104793 Adapter, Low Side: Part of Hose Asm. 0-rings: Receiver/dryer 85-91 - 94154048 92-93 - 94461700 Switch/pipe - 94461902 Suction hose: 85-86: 1.5L - 97104799; 1.6L - 97104800 90-93: 1.6L - 97104801; 1.8L - 97104803 B. General Information Several items affecting the performance and durability of the system should be considered: 1. Performance When performed properly, the retrofit from R-12 to R-134a will have minimal effect on the system's performance in most climatic conditions found in the United States and Canada. 2. Leakage Experience has shown that most leakage in an A/C system is due to leaks at the joints, or through a small leak in a hose, usually at the coupling. The R-134a molecules are smaller than R-12, and a small leak may result in a faster loss of refrigerant with R-134a. Because of this, it is very important to leak check all vehicles using the J 39400 leak detector, BEFORE the retrofit is performed, and repair any leaks found. "0" rings and hoses used in most GM vehicles are compatible with R-134a and do not need replacement during a retrofit. "0" rings or hoses installed in previous repairs may have been of non-compatible materials if GM parts were not used and will be more likely to deteriorate and leak than the original equipment materials. All "0" rings and hoses available through GMSP0 are compatible with R-134a. Remember that the normal policy is to replace the "0" rings whenever a joint is opened for any reason. 3. Desiccant You may have heard that the currently used desiccant in the accumulator is not compatible with R-134a. Extensive testing has shown that it is, in fact, suitable for use with R-134a, once it has been in service in an R-12 system. The accumulator in these models will not have to be changed during the retrofit procedure, unless the vehicle is more than 5 years old. Vehicles more than 5 years old should have the A/D replaced to add new desiccant for proper system drying. In the event that an accumulator/dryer (A/D) needs to be replaced on a retrofitted system in the future, only A/D's with XH-7 desiccant should be used. The service parts for the 1993 vehicles contain only XH-7 desiccant. The parts for the 1992 and older vehicles may contain either XH-5 or XH-7. Parts containing XH-7 can be identified (see Figure 1) by 1) an "A" printed on the top of the A/D; or 2) if there is a label on top of the A/D, there will be a square with an "A" inside; or 3) if there is a time code and date printed on top of the A/D just under the "Harrison" logo, the A/D contains XH-7. A/D's containing XH-5 can still be used on R-12 vehicles. 4. Improved Cooling Performance There have been service bulletins issued in the past with information improving the cooling performance of existing R-12 systems. These bulletins can also be used to improve the performance of retrofitted vehicles in high ambient temperature climates. 5. PAG or V5 Oil Compatibility Contrary to information published to date outside of General Motors, mineral oil and PAG or V5 oil ARE chemically compatible. The mineral oil left in the system after reclaiming the R-12 can remain in the system with no harmful effects. However, the mineral oil will not mix with the R-134a, and so will not circulate and perform its lubricating function. Testing has shown that most of the mineral oil will eventually collect in the Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6459 accumulator. The system will operate properly as long as refrigerant charge amounts are strictly adhered to. 6. Refrigerant Charge Level The retrofit R-134a charge level is more critical than with R-12 systems. Overcharging may push the mineral oil out of the AID, and cause it to circulate as a liquid. This is more likely to result in compressor damage. Undercharging may lead to loss of performance. It is very important to clear the hoses during the charging operation, to insure that all the refrigerant is delivered to the vehicle A/C system. This is covered in Step 6D of the Retrofit Procedure. C. Parts Information Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6460 Important: All of the following parts are NOT NEEDED for a normal retrofit. Follow the bulletin procedures to determine which parts you need! Individual vehicle kits are not necessary, since most of the parts are generic and only a few parts are needed for most vehicles. GEO Parts are listed in "Platform Details." Parts are currently available from GMSPO. D. Warranty Information 1. Vehicle Still Within the Original New Vehicle Limited Warranty Period When GM models for the years listed in the bulletin require repairs to the refrigerant system and the vehicles are still covered under the New Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431207E > Jan > 97 > A/C - Retrofitting R-12 to R-134a > Page 6461 Vehicle Limited Warranty, dealers are instructed to proceed as follows: Important: On vehicles equipped with A/C systems NOT produced by GM (i.e., rear A/C systems in van conversions), consult the manufacturer of that A/C system for retrofit guidelines. ^ Offer the customer the option of repairing and recharging the system with R12, or retrofitting after repair and recharging with R-134a at no additional charge. ^ Provide the owner with, and review the information contained in, the "Converting Your Auto Air Conditioning System to Use the New Refrigerant" brochure. (Brochure, Form GM-0011, can be ordered free of charge from GM Fulfillment HQ, Phone 1-800-269-5100). ^ Record the customer's choice on the repair order and, as with all properly completed repair orders, ask the customer to sign on the appropriate line acknowledging the repairs requested. ^ Under no circumstances should the retrofit to R-134a be performed unless the customer has had the option explained prior to repair. Once the vehicle has been retrofitted to R-134a, a significant expenditure would be incurred to go back to R-12, in the event the customer has changed his/her mind. THIS OFFER APPLIES ONLY TO VEHICLES REQUIRING A/C REFRIGERANT SYSTEM REPAIRS UNDER THE TERMS OF THE NEW VEHICLE LIMITED WARRANTY. It is not a special policy, and any existing deductibles still apply. This is simply an option being offered to the customer during the warranty period at this time. GM reserves the right to terminate this offer at any time. If the R-12 refrigerant system does not require discharging for a warranty repair, but the customer requests a retrofit to R-134a, the retrofit WOULD BE PERFORMED AT THE CUSTOMER'S EXPENSE, EVEN DURING THE WARRANTY PERIOD. 2. Customer Paid Retrofitting Costs If the customer requests a retrofit to R-134a, for a specific vehicle whose retrofit parts and procedures have been released in this bulletin, the customer would be expected to pay the costs to retrofit under the following conditions: ^ The vehicle is no longer covered by the terms of the New Vehicle Limited Warranty. ^ The vehicle is covered by warranty, but the repair covered under the warranty does not require evacuating and recharging the refrigerant system. 3. Labor Time Information For Vehicles Repaired Under Warranty: Use existing labor operations for correcting the original condition. The quantity of R-134a used should be charged to the normal labor operation (not D4500), just as if it were R-12. Use D4500, 0.3 HR., to charge for parts and labor, for all of the following items: ^ Additional time for recovery of R-12 to meet SAE standards; ^ Install high and low side service port converter fittings; ^ Add PAG or V5 retrofit oil; ^ Complete label information and install. Add 0.2 hours to D4500 for installation of the HPCOS. Use T5321, 0.3 HR., for the Pontiac Bonneville hood seal installation. ANY PARTS OR LABOR TIME OTHER THAN THOSE LISTED ABOVE SHOULD BE CHARGED TO THE REGULAR LABOR OPERATION CORRESPONDING TO THE ORIGINAL CONDITION THAT 1S BEING REPAIRED. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 631209 > May > 96 > A/C - R12 or R134a Service Recommendations Technical Service Bulletin # 631209 Date: 960501 A/C - R12 or R134a Service Recommendations File In Section: 1 - HVAC Bulletin No.: 63-12-09 Date: May, 1996 INFORMATION Subject: Service Issues for Vehicles with R12 or R134a Air Conditioning Systems Models: 1988-96 Passenger Cars and Trucks R12 Service Recommendations As you know, production of R12 refrigerant ceased on December 31, 1995. Although R12 will no longer be manufactured, there is a reserve supply of R12 available. This reserve, along with strict A/C repair service adherence to proper refrigerant recycling procedures, should assure continued availability to meet consumers' needs. R12 can and should continue to be used to service vehicles built with R12 A/C systems as long as it is available. If R12 is no longer available or affordable, a system retrofit utilizing R134a is recommended. R134a IS THE ONLY SUBSTITUTE REFRIGERANT RECOMMENDED BY GM FOR USE IN GM VEHICLE A/C SYSTEMS, AND THEN ONLY AFTER FOLLOWING THE PROPER RETROFIT PROCEDURES FOR THE SPECIFIC MODEL. All new vehicle manufacturers have chosen R134a for retrofit. One of the key reasons is to protect both the service industry and consumers from the high costs that would result from purchasing equipment necessary to service multiple refrigerants. This position also reduces the threat of recycled refrigerant contamination. GM currently offers a simple, low cost R12 to R134a retrofit on many of its late model, front wheel drive passenger cars. Dealers should discuss this capability with owners of these specific models, listed in Retrofit Corporate Bulletin # 43-12-07D, whenever a repair to the A/C refrigerant system is required. Early retrofit of these specific models will aid in prolonging availability of the R12 supply and provide dealer service technicians the opportunity to become more familiar with the proper procedures for performing a retrofit. Remember - R12 and R134a refrigerant are not interchangeable! They cannot be mixed together. In fact, despite the claims of some refrigerant manufacturers, no proposed R12 refrigerant substitute can be added to, mixed with or used to "top off" an R12 system. Under provisions of law covering the service of refrigerants, mixing dissimilar refrigerant products during service is prohibited. To Summarize GM R12 Service Policy 1. Service R12 vehicles with good quality new or recycled R12 as long as it is available. 2. Purchase R12 from a reliable supplier. GMSPO has a supply of high quality R12 available. Dealers are requested to use only R12 supplied by GMSPO for warranty repairs. This high quality refrigerant will insure system performance and avoid the possibility of introducing contaminated material into the customer's A/C system. 3. Carefully test recovered R12 using the PureGuard monitor. On recovery equipment not protected by the PureGuard, always test the recovery cylinder prior to recharging a vehicle A/C system. 4. Discuss the R12 to R134a retrofit option with owners of GM vehicles listed in Retrofit Corporate Bulletin # 43-12-07D. Provide owner with a copy of the pamphlet "Converting Your Auto Air Conditioning System to Use the New Refrigerant". 5. Become familiar with retrofit procedures and exercise care in the handling of dissimilar refrigerants to prevent contamination. R134A Service Recommendations When servicing a previously retrofitted vehicle, there is concern that if all of the R12 is not completely removed prior to the retrofit procedure, it could contaminate your R134a equipment and recovery tank when a subsequent A/C repair is performed. Although the number of retrofits being performed today is minimal, the volume will increase as R12 prices rise. GM Service Technology Group is in the process of field testing a new R134a refrigerant purity tester similar to the PureGuard R12 refrigerant tester you now use. This new tool will mount to your ACR4 R134a Recovery Recycle and Recharge cart and sample all R134a refrigerant prior to recovery. It is expected that testing of this tool will be completed this year. This new tool, the Pureguard 2, will also test vehicles and your recycle tank for air contamination, which is threatening A/C system performance. High levels of air have been found in the recovery tanks on a number of R12 and R134a recovery carts. Air contamination is caused by improper recovery Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 631209 > May > 96 > A/C - R12 or R134a Service Recommendations > Page 6466 procedures and short-cutting refrigerant recycling times. Use the following procedure for testing and correcting air contamination in your A/C service equipment. 1. Make certain that the ACR4 equipment has not been used for at least 12 hours. It is recommended that the equipment be left in an area where the temperature will remain constant overnight to allow the temperature of the refrigerant in the tank to stabilize. 2. Record the surrounding air temperature next to the ACR4 refrigerant tank. Important: A major assumption is that the ambient air temperature next to the tank represents the refrigerant temperature in the tank. Failure to take care in measuring the temperature could result in unnecessary work. 3. Close both liquid (blue) and vapor (red) valves on the ACR4 tank. 4. Disconnect low side (blue) service hose from the back of the ACR4. 5. Slowly disconnect the tank vapor hose (red) from the back of the ACR4 and connect it to the low side service port. 6. Open the vapor (red) valve on the tank and record the tank pressure on the low side gage. 7. Restore hoses to the original position. 8. Referring to the Table, find the ambient temperature measured in Step 2. Compare the pressure reading from Step 6 to the "maximum allowable pressure". If the pressure reading from Step 6 is less than the "maximum allowable pressure", no further action is necessary. Important: The closer the tank pressure is to the desired tank pressure, the better the A/C system will perform. 9. If the pressure reading from Step 6 exceeds the maximum allowable pressure from the Table, open both tank valves and operate the ACR4 through 4 or 5 evacuation cycles. This will activate the automatic air purge to lower the tank pressure. Important: Station should not be connected to vehicle. 10. Repeat the tank pressure checking procedure the next day to determine if the pressure has been reduced to acceptable levels. If the tank pressure has been reduced but is not acceptable, cycle with ACR4 through more evacuation cycles and recheck the next day. Continue process until acceptable pressure is obtained. If the tank pressure is not reduced through the evacuation cycling, then Kent-Moore should be contacted at 1-800-345-2233. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 531205 > May > 95 > Contaminated R12 Refrigerant - Testing & Handling Refrigerant: Technical Service Bulletins Contaminated R12 Refrigerant - Testing & Handling FILE IN SECTION: 1 - HVAC BULLETIN NO.: 53-12-05 DATE: May, 1995 SUBJECT: Contaminated R12 Refrigerant Testing and Handling MODELS: 1994 and Prior Passenger Cars and Trucks with R12 A/C Systems The J 39851 "PureGuard" R12 refrigerant monitor was recently shipped to all GM dealers as an essential tool to test R12 refrigerant. Dealers are strongly urged to install this protective device on their ACR3 or other R12 recovery equipment immediately. The PureGuard is easily installed on any recovery cart (20 minutes), requires no recovery cart modifications, is fully automatic (no training required) and does not increase the time required to perform normal A/C service procedures. Proper use of this tool can: ^ Prevent damage to your R12 recovery/recycling equipment. ^ Prevent contamination of previously recovered R12 in the recovery tank. ^ Prevent loss of your recovered R12 as contaminated refrigerant will activate automatic air purge system. ^ Prevent the spread of contaminated R12 to other vehicles you service. If your dealership has multiple R12 recovery stations which are not protected, use the PureGuard to check the refrigerant in these recovery tanks for contamination at least once each week. Simply connect the PureGuard blue service hose (that would normally be connected to the vehicle low side service port) to the red or vapor side of any recovery cart tank and run the test. It is also important to check a tank containing recovered/recycled material for purity before installation on your charging equipment. Even new R12 refrigerant purchased from sources other than GM should be tested for contamination prior to use. Sources of Contaminated R12 Refrigerant Since refrigerant testing has not been a standard practice in the mobile A/C repair industry, the amount of R12 refrigerant contamination is unknown. As R12 prices rise and supplies are depleted, it is anticipated that contaminated R12 refrigerant may become more prevalent from the following as well as other sources: ^ The use of R12 refrigerant substitutes without installation of unique service fittings and proper identification labeling. ^ Improper use of R12 substitutes, such as topping off R12 systems with R134a or other refrigerants available to "do-it-yourselfers". ^ Poor quality or contaminated new or reprocessed R12 refrigerant. R12 can and should continue to be used to service vehicles built with R12 as long as it is available. Combining any refrigerant with R12 results in a refrigerant mixture which cannot be used in an A/C system. R134a is the only substitute refrigerant approved by GM and should only be used when the appropriate retrofit service bulletin procedures are explicitly followed. Use of any other substitute refrigerant requires the purchase of additional dedicated recovery, recycling (if applicable) and charging equipment to service each substitute refrigerant used. However, you should know that the Environmental Protection Agency (EPA) has listed several products as acceptable replacements for R12 mobile A/C systems under the Significant New Alternatives Policy (SNAP). Some of these products are: R134a, R401c (a DuPont refrigerant blend) and FRIGC (another refrigerant blend). It is important to understand that the SNAP program only considers the health, safety and environmental characteristics of a chemical. It does not test for A/C system cooling performance or durability. That judgment is deferred to the vehicle manufacturer. Use of any R12 refrigerant substitute without dedicated service equipment, unique fittings, labels and refrigerant testing prior to recovery, could result in contamination of the R12 supply and the loss of the R12 recycling program. What To Do When Contamination is Detected Repeat the test to verify contaminated refrigerant is present. Clear the PureGuard following the instructions listed on the face panel, then perform a second test to verify that the vehicle A/C system contains contaminated or mixed refrigerant. Contact the vehicle owner to advise that previous A/C system repairs were apparently performed with an R12 refrigerant substitute. Suggest the owner Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 531205 > May > 95 > Contaminated R12 Refrigerant - Testing & Handling > Page 6471 contact or return to the previous repair facility. Explain that environmental regulations prohibit repair facilities from discharging ozone depleting A/C refrigerants into the atmosphere. Explain that recovery of this unknown refrigerant could damage your service equipment. If the customer wishes to pursue repairs through your facility, it is recommended that the proper A/C service equipment be purchased. General Motors recommends the Kent-Moore J 41428 "Scavenger", an air operated refrigerant recovery station, be used to remove unknown refrigerants. The air operated feature reduces the hazard of recovering potentially flammable refrigerants. Dealers should evaluate the need to purchase the equipment based on the number of contaminated vehicles they encounter. As an alternative to the initial purchase of a recovery only station, dealers should check locally for A/C specialty shops which may have the equipment to service substitute or contaminated refrigerants. They may be able to provide contaminated refrigerant recovery service to the dealer. The GM Service Technology Group has tested a recovery procedure where a 15 or 30 pound DOT approved refillable tank is fully evacuated then connected to a vehicle A/C system to recover the charge. Testing has shown that even when the recovery tank is cooled down in dry ice, the procedure does not guarantee the entire charge will be recovered. Since EPA regulations require full recovery of ozone depleting substances, GM does not recommend this procedure. Contaminated Refrigerant Disposal Although A/C refrigerant testing and disposal have not been a service practice in the mobile A/C industry, It has been common in the stationary A/C service industry for many years. Listed at the end of this bulletin are companies that provide refrigerant disposal service for the stationary A/C industry. Please be advised that GM has not independently evaluated these companies and is not in any way endorsing or promoting the use of these companies. Each of these companies has expressed an interest in providing refrigerant disposal service to GM dealers. In working with the stationary A/C industry, these companies typically receive large volumes of different refrigerants that have been mixed together. Unfortunately, because the volume of material returned by the mobile A/C industry will be in much smaller quantities, the cost of handling will be greater. To arrange for return of the refrigerant, simply call the company nearest you using the phone number listed below. The company will advise you on billing and shipping procedures. Disposal cost will vary between $3.00 and $5.00 per pound plus freight and handling. Shipping charges will vary by distance and location. In general, a 7 to 10 day turn-around time on the tank can be expected. The tank can be shipped via common carrier. Documents that your refrigerant has been properly disposed of will be sent to you with the return of your tank. As an alternative, many dealerships already have contracts in place with a disposal company who manages their hazardous wastes. In these cases, the disposal service may agree to handle containers of mixed refrigerants. Initially, the local disposal companies may be surprised by this inquiry. They may want to evaluate how much material will be collected before deciding whether to provide this service. As we move forward with the practice of testing R12 refrigerant, it will take time for all the questions to be answered. STG will provide additional information as soon as it is available. Understanding The PureGuard The PureGuard is a highly sensitive instrument capable of detecting R12 with 3% or less cross-contamination with other refrigerants. Any refrigerant mixture in excess of this amount poses a threat to both your refrigerant supply and recovery equipment. The PureGuard uses a pass/fail approach when monitoring the refrigerant and is precisely calibrated to cut power to the recovery machine if it encounters R12 mixed with any substitute refrigerants. The PureGuard ignores the presence of the air, dyes or oils in the refrigerant sampled. At least 20 psi must be present in the vehicle's A/C system for the PureGuard to function. Otherwise, refrigerant cannot be introduced to the PureGuard's test chamber. If a vehicle's A/C system contains less than 20 psi, it is an indication that the vehicle's system is nearly depleted of refrigerant. Occasionally, erratic PureGuard operation or service code 002 display will be encountered when A/C system pressure is exactly 20 psi. If this occurs, simply cycle the on/off switch to reset the PureGuard. After the 30 second PureGuard warm-up cycle, proceed immediately with vehicle recovery operation. Feedback from the field has indicated PureGuard service code 002 will also be displayed if the oil drain port is not sealed. Make sure the "0" ring seal in the cap is in place and that the cap is tight. If the PureGuard fails to clear or if you experience any other problems operating the PureGuard, contact Kent-Moore Technical Service at 1-800-345-2233. The unit should not be returned without first contacting Kent-Moore to obtain return authorization. Refrigerant Disposal Locations: United States Refrigerant Reclamation Inc. 12420 North Green River Rd. Evansville, IN 47711 800-207-5931, FAX - 812-867-1463 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 531205 > May > 95 > Contaminated R12 Refrigerant - Testing & Handling > Page 6472 Omega Refrigerant Reclamation 5263 North Fourth St. Irwindale, CA 91706 310-698-0991, FAX 310-696-1908 Refrigerant Management Svcs of Georgia 216 F. Atlanta Hwy. Cumming, GA 30130 Ph/FAX 800-347-5872 Refrigerant Reclaim Inc. 122 Old Stage Coach Rd. Dumfries, VA 22026 800-238-5902, FAX 703-441-0393 Gartech Refrigerant Reclamation Ctr. 2002 Platinum Garland, TX 75042 214-272-4070, FAX 214-272-8548 National Refrigerants, Inc. 11401 Roosevelt Blvd. Philadelphia, PA 19154 215-698-6620, FAX 215-602-8205 CFC Reclamation 1321 Swift North Kansas City, MO 64116 816-471-2511 Full Cycle-Global 550 James Street Lakewood, NJ 08701 908-370-3400, FAX - 908-370-3088 Refrigerant Reclaim Svcs, Inc. dba Full Cycle-Global 121 S. Norwood Drive Ft. Worth, TX 76053-7807 817-282-0022, FAX - 800-831-6182 Full Cycle-Global 2055 Silber, Ste. 109 Houston, TX 77055 713-681-7370, FAX - 713-681-9947 Full Cycle-Global 343 South Airline Hwy. Gonzales, LA 70737 504-644-5303, FAX - 504-644-1809 Full Cycle-Global 2966 Wireton Blue Island, IL 60406 708-388-8551, FAX - 708-388-8550 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431215 > Nov > 94 > A/C - R134a Leak Detection With Tracer Dye Refrigerant: Technical Service Bulletins A/C - R134a Leak Detection With Tracer Dye File In Section: 1 - HVAC Bulletin No.: 43-12-15 Date: November, 1994 Subject: R134a Leak Detection with Tracer Dye Models: All 1993-95 Vehicles with OEM R134a Systems All R12 Vehicles Retrofitted to R134a Systems R134a refrigerant is uniquely different from R12 refrigerant and requires some changes in the repair methods, tools and materials used in A/C service. Two important differences between R134a and R12 which affect the technicians ability to locate refrigerant leaks are: 1. The R134a molecule is smaller than the R12 molecule and therefore will leak through smaller openings. For the same size opening the smaller R134a molecule will leak out faster than the R12. 2. R134a refrigerant does not contain chlorine which the older R12 electronic leak detectors found very easy to identify. Many of today's electronic leak detectors have difficulty locating small R134a refrigerant leaks. In order to insure the highest quality in A/C system service, the J 39400 electronic leak detector was released as an essential tool for all GM dealers. This is the only refrigerant leak detector approved by GM for service on R134a vehicles. If maintained properly (Reference Bulletin No. 431218) and used in accordance with Service Manual procedures, the J 39400 will provide the most accurate and efficient method of locating R134a refrigerant leaks under most conditions. If the technician cannot find the leak with the J 39400 and the system is known to have lost charge, a new fluorescent leak tracer dye Kent-Moore* P/N J 41447, has been released that mixes with the R134a PAG oil. This dye is detectable through the use of an ultraviolet (black) light and glows yellow/green at the leak location (similar to using dye in engine leak detection). J 41447 IS THE ONLY APPROVED DYE BY GENERAL MOTORS. Not all R134a dyes are compatible with GM's PAG oil. Some dyes decrease the oil viscosity or chemically react with the oil. Use of alternate products may affect system reliability and cause premature compressor failure. Note: THIS DYE IS NOT TO BE USED IN R-12 SYSTEMS. Unlike mineral oil, the R134a PAG oil has special properties the technician should keep in mind. 1. PAG oil is water soluble and traces of PAG oil found at leaking joints are subject to "washing out". Condensation on refrigerant lines or the evaporator core may wash the PAG oil and leak dye off the line or off the core and out the condensate drain. This can make some leaks harder to find using the dye detector. Fluorescence at the drain opening would indicate a core leak. 2. Use of the R134a tracer dye requires time. Depending upon the leak rate, it may take between 15 minutes and 7 days for the leak to become visible. 3. The dye, mixed with the PAG oil, is retained in the system and is detectable for 2+ years. Do not double or triple charge the system with dye as this may cause reliability concerns. Use only the 1/4 oz. charge. The dye has a refrigerant leak detection notice sticker included with the package. Complete the sticker information and place near the charge label. Dye Injection R-134a dye can be injected two ways: 1. With the A/C system charged, use the instructions provided with the new R134a leak dye injection tool, J 41436. 2. With A/C system discharged, add dye into the newly replaced component assembly. It is important to note that it is normal to find oil traces at the compressor shaft seal during compressor operation, some oil will hydraulically seep past the shaft seal. This does not mean that the shaft seal is defective or that the refrigerant has leaked. Refrigerant leaks at the shaft seal should be verified with the electronic leak detector (J 39400) following the procedure detailed in the Service Manual. If, however, the amount of oil is excessive, the shaft seal is suspect and should be replaced. (For example, refrigerant oil has coated the clutch plate edge at gap between clutch and pulley, or oil slinging has occurred-oil line shows on underside of hood, etc.). Also, after working on A/C components with dye, it is important to wipe the joint and/or access ports clean of any residual dye with GM solvent (GM Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431215 > Nov > 94 > A/C - R134a Leak Detection With Tracer Dye > Page 6477 P/N 1050436) to prevent false diagnosis at a later point. * We believe this source and their equipment to be reliable. There may be additional manufacturers of such equipment. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or equipment from these firms or for any such items which may be available from other sources. Parts Information GM solvent, P/N 1050436, is currently available from GMSPO. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431223 > Sep > 94 > A/C Refrigerant - Contamination Refrigerant: Technical Service Bulletins A/C Refrigerant - Contamination File In Section: 1 - HVAC Bulletin No.: 43-12-23 Date: September, 1994 Subject: Contaminated A/C Refrigerant Models: 1994 and Prior Passenger Cars and Trucks with R12 Air Conditioning Systems Government regulations limit the production of R12 refrigerant, commonly referred to as Freon, during 1994/1995 and restrict manufacture of new R12 material effective January 1, 1996. As R12 prices rise and supplies are depleted, it is anticipated non-approved substitute refrigerants and/or poor quality R12 material sold as new or reprocessed may become more prevalent. The Mobile Air Conditioning Society (MACS) recently expressed concern over reports of the sale of R12 refrigerant containing as high as 15% contamination by R22, a refrigerant commonly used in stationary home systems but unsuitable for use in mobile units. GM dealers should be careful to protect against contaminating their existing supplies of R12 or the A/C systems in customers' vehicles they service by dealing with reputable suppliers. All R12 refrigerant purchased for warranty repairs should be purchased through GM SPO to ensure GM quality standards are met. The use of non-approved R12 refrigerant substitutes, some of which contain flammable materials, has also been reported by MACS. These products are available to "do-it-yourselfers" who, in many cases, believe they are harmless replacements for the small cans of R12 used so commonly in the past. Once added to the A/C system, the vehicle can no longer be serviced using R12 recovery/recycling equipment without: - Risking permanent damage to recovery/recycling equipment - Contaminating the previously recovered R12 material in the recovery tank - Spreading the contamination when the recovered material is used to charge other vehicles or - Possible loss of the recovered material if the contaminated level is high enough to activate the air purge system Contaminated refrigerant also impacts customer satisfaction through poor vehicle A/C performance and loss of A/C system compressor/component durability. System or component failure resulting from the use of refrigerant which does not meet GM specification is not covered by the "New Vehicle Warranty". Unfortunately, there is no simple method to identify if a "do-it-yourselfer" or repair shop has added to or recharged a system with a non-approved refrigerant. The inability to protect against the spread of contaminated refrigerant threatens the recycling program and the industry's desire to maximize use of the remaining R12 supply. Beginning in 1993, General Motors STG, Harrison Division, Research Labs and Kent-Moore worked in conjunction with suppliers of various technologies to develop a tester to identify contaminated refrigerant in vehicle A/C systems before recovery. During development of the technology, several dealer service manager focus group studies were conducted to identify design features to best suit dealership needs. The discussions and surveys clearly indicated the desire for a dedicated instrument, permanently mounted to the refrigerant recovery cart to ensure ALL vehicles are automatically tested prior to recovering refrigerant. Testing ALL refrigerant for contamination prior to recovery is the ONLY means to ensure customer satisfaction, protect recovery equipment and avoid unintentional venting of refrigerant by your dealership. General Motors has evaluated all available technology for this project and only the J 39851 R12 "Pureguard" meets General Motors' specifications. The J 39851 R12 Pureguard Refrigerant Monitor has been classified as an essential tool and will be shipped by Kent-Moore to your dealership beginning in September of 1994. The essential price of the R12 "Pureguard" is $561 (for Canadian dealers the price is $800 Canadian). If your dealership has multiple R12 recovery equipment, additional units may be ordered from Kent-Moore for $561 at 1-800-345-2233. Features of the R12 "Pureguard" include: - Universally mounts to R12 Recovery Equipment - Automatically interrupts power to the Recovery Equipment when contaminated refrigerant is identified - Fully automatic design does not require technician action, training or interpretation - LCD displays Pureguard functions Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 431223 > Sep > 94 > A/C Refrigerant - Contamination > Page 6482 - Meets GM contamination sensitivity requirements - Self calibrating - Micro-processor controlled - Audio alarm alerts technician Other Refrigerant Identifiers are being advertised which may be available this A/C season. However, ONLY the Kent-Moore J 39851 R12 "Pureguard" meets General Motors' current specifications which ensure recovered refrigerant is compatible with General Motors vehicles and General Motors approved recovery systems. An R134a Pureguard Refrigerant Identifier is currently under development and is anticipated to be available in early 1995. The contamination of R134a refrigerant is not expected to be a concern until the program to retrofit R12 vehicles to R134a becomes more widely used. Future bulletins will be issued to address the recovery and disposal of contaminated refrigerant. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 331226 > Jan > 94 > A/C - Retrofitting R-12 Vehicles to R-134A Refrigerant: Technical Service Bulletins A/C - Retrofitting R-12 Vehicles to R-134A Group Ref.: HVAC Bulletin No.: 331226 Date: January, 1994 INFORMATION SUBJECT: RETROFITTING R-12 VEHICLES TO R-134a MODELS: 1994 AND PRIOR YEARS, PASSENGER CARS AND TRUCKS WITH R-12 A/C SYSTEMS There has been a great deal of information presented by the media regarding the need to retrofit vehicles produced with R-12, to a substitute refrigerant. This bulletin will outline GM's position and future plans on this subject. Most important, there is currently NO requirement to retrofit any R-12 vehicle. Vehicles built with R-12 can be serviced with R-12, as long as the refrigerant is available. At some point in time, R-12 may become either too scarce or too expensive to economically justify service on some vehicles with R-12. By that time, GM will provide you with instructions on retrofitting those vehicles from R-12 to R-134a. GM vehicle divisions, platforms, and component suppliers have been actively working on the details of retrofitting R-12 vehicles. An enormous amount of work is required to determine how hundreds of vehicle models can be satisfactorily retrofitted. Additional information will be provided as it becomes available. The following items contain important technical information that should answer many of the questions, and correct some misconceptions reported in the media. SUBSTITUTE REFRIGERANTS R-134a is the only approved substitute refrigerant that GM recommends and it should only be used if a complete retrofit procedure has been performed. None of the other refrigerants currently being marketed as replacement or drop-in substitutes for R-12 are approved for use in GM vehicles. R-12 and R-134a are not interchangeable. R-134a cannot be added to fill a low R-12 system. The combination of the two materials can cause high system pressures, which could cause damage to the system. Retrofitting an R-12 vehicle to R-134a requires careful preparation to insure that neither the vehicle nor the A/C service equipment has become contaminated. RESIDUAL MINERAL OIL The concern that mineral oil is chemically incompatible with R-134a and/or PAG lubricant has been proven to be untrue. A normal charge of mineral oil left in the A/C system after a retrofit to R-134a will not damage the system. Mineral oil, however, does not mix well with R-134a, and will not provide adequate lubrication. Tests on both the orifice tube and TXV systems show that the mineral oil parks in places such as the accumulator, and does not appreciably affect performance or damage the system. The retrofit service bulletin will specify the correct oil to be used. It is important that this oil recommendation be followed carefully. RESIDUAL R-12 Residual R-12 left in a system, due to improper retrofit service procedures, may result in system damage unless the residual R-12 is kept below the 2 percent limit specified by the Society of Automotive Engineers' Specification J-1661. New service methods are being developed to minimize the level of R-12 remaining in the A/C system after the retrofit procedure is completed. Following these new procedures will be critical to insure that the above limits are met. SYSTEM FLUSHING R-11, a material commonly used as an A/C system flushing solvent, has been found to be chemically incompatible with PAG lubricant. Technicians should be aware that residual R-11 remaining in an R-12 system will be very damaging if the vehicle is retrofitted to R-134a later in its life. For many years GM has recommended the use of in-line filters as an alternative to system flushing. SYSTEM FLUSHING, USING EITHER R-11 OR ANY OTHER FLUSHING MATERIAL, IS NOT APPROVED BY GM FOR ANY A/C SYSTEM. DESICCANT PROTECTION Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 331226 > Jan > 94 > A/C - Retrofitting R-12 Vehicles to R-134A > Page 6487 It has been reported that the desiccant (moisture absorption material) used in 1992 and older R-12 A/C systems is incompatible with R-134a and PAG oil. The older desiccant was designed specifically for R-12 systems, but testing has shown that it is NOT necessary to replace the older desiccant just because the vehicle is being retrofitted to R-134a. 1993 and newer GM vehicles use desiccant designed to be compatible with both R-12 and R-134a systems. The amount of desiccant used in most GM vehicles is designed to last for at least seven years. To help maintain adequate protection for vehicles that must be retrofitted, it is recommended that the accumulator/dryer, which contains the desiccant, be replaced if the vehicle is more than five years old. "O" RINGS While continuing to service with R-12, be sure to use "O" rings and seal materials which are compatible with R-134a and PAG oil. This practice will eliminate concern in case the vehicle requires retrofitting later in its life. All "O" rings and seal materials available from GMSPO are compatible with R-134a systems. RETROFITTED SYSTEM PERFORMANCE Currently, it appears that for most GM vehicles, the retrofit procedure will require minimal changes to the existing system. Some vehicles may need additional parts and/or procedures to provide acceptable performance and/or durability. Our testing has shown that vehicles that have undergone recommended retrofit procedures will, in most climatic conditions, be minimally affected in terms of A/C performance. SERVICE POLICY Basic service policy is as follows: During Warranty - If an R-12 produced vehicle A/C system must be repaired or recharged under warranty, repairs will be completed using R-12. If R-12 is unavailable or unaffordable, GM will notify the dealer body and will pay for the warranty repair and the retrofit to R-134a. NOTE: It a customer requests that an in-warranty vehicle be converted to R-134a, and the R-12 system is functioning properly, the customer will be expected to pay for the retrofit. Out of Warranty - The cost of the conversion will be the responsibility of the customer. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 331228 > Dec > 93 > A/C - Refrigerant Production Change R12 to R134a Refrigerant: Technical Service Bulletins A/C - Refrigerant Production Change R12 to R134a Group Ref.: HVAC Bulletin No.: 331228 Date: December, 1993 INFORMATION SUBJECT: REFRIGERANT CHANGE IN PRODUCTION VEHICLES EQUIPPED WITH AIR CONDITIONING (RPO C60) MODELS: 1994 CHEVROLET CAVALIER 1994 PONTIAC SUNBIRD Vehicles produced on and after January 3, 1994 equipped with air conditioning (RPO C60) will be charged with R134a. This includes vehicles produced at both the Lordstown and Ramos assembly plants. To identify this change, the vehicles charged with R134a will have the RPO code KR1 in addition to RPO code C60. Also, an underhood sticker will indicate the use of R134a and proper charge amount. With the exception of the special tools needed to service R134a, service diagnostics and procedures are generally the same as vehicles previously produced with R12. This information can be located in Section 1B of the appropriate service manual. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > 922501A > Aug > 92 > A/C - Use of Alternate Refrigerants In CFC 12 Refrigerant: Technical Service Bulletins A/C - Use of Alternate Refrigerants In CFC 12 Number: 92-250-1A Section: 0A Date: AUGUST 1992 Corporate Bulletin No.: 231205 ASE No.: A7 Subject: USE OF ALTERNATE REFRIGERANTS IN CFC 12 REFRIGERANT MOBILE AIR CONDITIONERS Model and Year: GALL MODEL YEARS - ALL PASSENGER CARS AND TRUCKS INCLUDING GEO A number of inquiries have been received concerning the use of "alternate refrigerants" as a replacement for R-12 refrigerant in General Motors air conditioning systems. Regardless of any advertised claims, there are currently no substitutes for refrigerant R-12 approved by General Motors. At the present time, only new or recycled R-12 is approved for use in General Motors R-12 air conditioning systems. Based on studies performed to date, the use of "alternate refrigerants" in General Motors R-12 air conditioning systems may result in higher system pressures, higher leak rates or incompatibility with drying and sealing materials. System performance and reliability may also be affected. Service equipment manufacturers have indicated that cross-contaminating R-12 recovery/recycling equipment with "alternate refrigerants" may damage the equipment. General Motors supports the Society of Automotive Engineers recommended service procedures for recovery and recycling of R-12. The use of known "alternate refrigerants" without proper service practices for identifying vehicle systems containing these "alternate refrigerants" and dedicated recovery equipment to service those vehicles will contaminate the recycled supply of R-12 refrigerant. Contamination of the recycled R-12 refrigerant makes the refrigerant unusable for recharging air conditioning systems and could jeopardize the recycling program. At the present time, General Motors has not approved any "alternate refrigerant" for R-12 in R-12 air conditioning systems. Therefore, R-12 systems should continue to be serviced with new or recycled R-12 only. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > Page 6496 Refrigerant: Technical Service Bulletins A/C - Contaminated R134A Refrigerant Bulletin No.: 06-01-39-007 Date: July 25, 2006 INFORMATION Subject: Contaminated R134a Refrigerant Found on Market for Automotive Air-Conditioning Systems Models: 2007 and Prior GM Passenger Cars and Trucks (including Saturn) 2007 and Prior HUMMER H2, H3 2007 and Prior Saab 9-7X Attention: This bulletin should be directed to the Service Manager as well as the Parts Manager. Commercially Available Contaminated R134a Refrigerant Impurities have been found in new commercially available containers of R134a. High levels of contaminates may cause decreased performance, and be detrimental to some air-conditioning components. Accompanying these contaminates has been high levels of moisture. Tip: Excessive moisture may cause system concerns such as orifice tube freeze-up and reduced performance. Industry Reaction: New Industry Purity Standards Due to the potential availability of these lower quality refrigerants, the Society of Automotive Engineers (SAE), and the Air Conditioning and Refrigeration Industry (ARI) are in the process of instituting reliable standards that will be carried on the labels of future R134a refrigerant containers. This identifying symbol will be your assurance of a product that conforms to the minimum standard for OEM Automotive Air-Conditioning use. How Can You Protect Yourself Today? It is recommended to use GM or ACDelco(R) sourced refrigerants for all A/C repair work. These refrigerants meet General Motors own internal standards for quality and purity, insuring that your completed repairs are as good as the way it left the factory. Parts Information The part numbers shown are available through GMSPO or ACDelco(R). The nearest ACDelco(R) distributor in your area can be found by calling 1-800-223-3526 (U.S. Only). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > Page 6497 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > Page 6498 Refrigerant: Technical Service Bulletins A/C - Refrigerant Recovery/Recharge Equipment File In Section: 01 - HVAC Bulletin No.: 99-01-38-006A Date: May, 2000 WARRANTY ADMINISTRATION Subject: J-43600 ACR 2000 Essential Refrigerant Recovery/Recharge Equipment Models: 1993-2000 Passenger Cars and Light Duty Trucks with R-134a Refrigerant This bulletin is being revised to change the effective date and to update the text. Please discard Corporate Bulletin Number 99-01-38-006 (Section 01 - HVAC). Effective June 1, 2000, the use of J-43600 ACR 2000 will be required on all repairs that require A/C system recovery and are reimbursable by GM. Additionally, GM highly recommends that J-43600 ACR 2000 be used on all GM cars and trucks for customer paid A/C repairs. Important: Also effective June 1, 2000, the "Add" time for all air conditioning recovery is revised to 0.5 hours for front systems and 0.7 hours for front/rear dual systems (RPO C69 or C34). After June 1, 2000, all air conditioning claims submitted with the 0.9 hours "Add" time will be rejected for "labor hours excessive". After the completion of repairs (charging), the ACR 2000 will prompt the user to perform a snapshot of the air conditioning system operating data. The snapshot includes: ^ Maximum high side pressure. ^ Minimum low side pressure. ^ Duct outlet temperatures (2). ^ Refrigerant purity information. This information is captured on a paper printout and in a warranty code. For all GM paid repairs, the paper printout should be attached to the shop copy of the repair order. The warranty code must be submitted in the warranty claim information in the comments field. The code enables the reporting of valuable information about the repair to GM for product quality improvement. Claims submitted without this information may be subject to review and subsequent debit. The required use of J-43600 ACR 2000 raises the question of the acceptable uses for any existing recovery/recycle equipment that GM dealers are currently using. GM recognizes that many of the previously essential ACR4's are reaching the end of their useful life. There are several alternatives for existing equipment that may be considered: ^ Use the existing equipment as customer paid recovery only equipment. Example: Collision repair area. ^ Use the existing equipment as a scavenger unit for contaminated A/C systems. ^ Sell the existing units to repair facilities outside the GM dealer network. ^ Discontinue the use of the existing units if the repair/maintenance costs exceed the value of the equipment. ^ Donate the existing equipment to local technical schools. ^ Dedicate the ACR4 to A/C system flushing, using the J-42939 Flush Adapter. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > Page 6499 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Technical Service Bulletins for Refrigerant: > Page 6500 Refrigerant: Technical Service Bulletins A/C - Refrigerant Production Change R12 to R134a Group Ref.: HVAC Bulletin No.: 331228 Date: December, 1993 INFORMATION SUBJECT: REFRIGERANT CHANGE IN PRODUCTION VEHICLES EQUIPPED WITH AIR CONDITIONING (RPO C60) MODELS: 1994 CHEVROLET CAVALIER 1994 PONTIAC SUNBIRD Vehicles produced on and after January 3, 1994 equipped with air conditioning (RPO C60) will be charged with R134a. This includes vehicles produced at both the Lordstown and Ramos assembly plants. To identify this change, the vehicles charged with R134a will have the RPO code KR1 in addition to RPO code C60. Also, an underhood sticker will indicate the use of R134a and proper charge amount. With the exception of the special tools needed to service R134a, service diagnostics and procedures are generally the same as vehicles previously produced with R12. This information can be located in Section 1B of the appropriate service manual. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > 531212A > Dec > 96 > Component Information > Technical Service Bulletins > Page 6501 Refrigerant: Specifications Refrigerant Capacity, Lbs. ................................................................................................................... .............................................................................. 1.5 Refrigerant Type ............................................. ............................................................................................................................................................ R-134a Refrigeration Oil Viscosity .............................................................................................................................................. ........................................................................ [02] Total System Capacity, Ounces .......................... .............................................................................................................................................................. 9 Compressor Oil Level ....................................................................................................................... ........................................................................... [01] Compressor Clutch Air Gap, Inch ........................................................................................................ ................................................................... .015-.020 [01] Note that "Oil Level" cannot be checked. Refer to total capacity in ounces. [02] PAG (Polyalkylene Glycol) synthetic refrigerant oil, GM part No. 12345923 or equivalent. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > Page 6502 Refrigerant: Technical Service Bulletins A/C - Refrigerant Recovery/Recharge Equipment File In Section: 01 - HVAC Bulletin No.: 99-01-38-006A Date: May, 2000 WARRANTY ADMINISTRATION Subject: J-43600 ACR 2000 Essential Refrigerant Recovery/Recharge Equipment Models: 1993-2000 Passenger Cars and Light Duty Trucks with R-134a Refrigerant This bulletin is being revised to change the effective date and to update the text. Please discard Corporate Bulletin Number 99-01-38-006 (Section 01 - HVAC). Effective June 1, 2000, the use of J-43600 ACR 2000 will be required on all repairs that require A/C system recovery and are reimbursable by GM. Additionally, GM highly recommends that J-43600 ACR 2000 be used on all GM cars and trucks for customer paid A/C repairs. Important: Also effective June 1, 2000, the "Add" time for all air conditioning recovery is revised to 0.5 hours for front systems and 0.7 hours for front/rear dual systems (RPO C69 or C34). After June 1, 2000, all air conditioning claims submitted with the 0.9 hours "Add" time will be rejected for "labor hours excessive". After the completion of repairs (charging), the ACR 2000 will prompt the user to perform a snapshot of the air conditioning system operating data. The snapshot includes: ^ Maximum high side pressure. ^ Minimum low side pressure. ^ Duct outlet temperatures (2). ^ Refrigerant purity information. This information is captured on a paper printout and in a warranty code. For all GM paid repairs, the paper printout should be attached to the shop copy of the repair order. The warranty code must be submitted in the warranty claim information in the comments field. The code enables the reporting of valuable information about the repair to GM for product quality improvement. Claims submitted without this information may be subject to review and subsequent debit. The required use of J-43600 ACR 2000 raises the question of the acceptable uses for any existing recovery/recycle equipment that GM dealers are currently using. GM recognizes that many of the previously essential ACR4's are reaching the end of their useful life. There are several alternatives for existing equipment that may be considered: ^ Use the existing equipment as customer paid recovery only equipment. Example: Collision repair area. ^ Use the existing equipment as a scavenger unit for contaminated A/C systems. ^ Sell the existing units to repair facilities outside the GM dealer network. ^ Discontinue the use of the existing units if the repair/maintenance costs exceed the value of the equipment. ^ Donate the existing equipment to local technical schools. ^ Dedicate the ACR4 to A/C system flushing, using the J-42939 Flush Adapter. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > Page 6503 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Technical Service Bulletins > All Other Service Bulletins for Refrigerant: > Page 6504 Refrigerant: Technical Service Bulletins A/C - Refrigerant Production Change R12 to R134a Group Ref.: HVAC Bulletin No.: 331228 Date: December, 1993 INFORMATION SUBJECT: REFRIGERANT CHANGE IN PRODUCTION VEHICLES EQUIPPED WITH AIR CONDITIONING (RPO C60) MODELS: 1994 CHEVROLET CAVALIER 1994 PONTIAC SUNBIRD Vehicles produced on and after January 3, 1994 equipped with air conditioning (RPO C60) will be charged with R134a. This includes vehicles produced at both the Lordstown and Ramos assembly plants. To identify this change, the vehicles charged with R134a will have the RPO code KR1 in addition to RPO code C60. Also, an underhood sticker will indicate the use of R134a and proper charge amount. With the exception of the special tools needed to service R134a, service diagnostics and procedures are generally the same as vehicles previously produced with R12. This information can be located in Section 1B of the appropriate service manual. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Component Information > Locations > C2 A-Center Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Component Information > Locations > C2 > Page 6508 A-Center Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Component Information > Locations > Page 6509 Heated Glass Control Module: Diagrams Harness Connector Faces: Heater-A/C And Rear Defogger Control Assembly- C1 Harness Connector Faces: Heater-A/C And Rear Defogger Control Assembly- C2 Harness Connector Faces: Heater-A/C And Rear Defogger Control Assembly- C3 Harness Connector Faces: Heater-A/C And Rear Defogger Control Assembly- C1 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant > Component Information > Component Information > Locations > Page 6510 Harness Connector Faces: Heater-A/C And Rear Defogger Control Assembly- C2 (Description) Harness Connector Faces: Heater-A/C And Rear Defogger Control Assembly- C3 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant Oil > Component Information > Technical Service Bulletins > A/C - New PAG Oil Refrigerant Oil: Technical Service Bulletins A/C - New PAG Oil Bulletin No.: 02-01-39-004B Date: November 16, 2005 INFORMATION Subject: New PAG Oil Released Models: 2006 and Prior GM Passenger Cars and Trucks (Including Saturn) 2003-2006 HUMMER H2 2006 HUMMER H3 2005-2006 Saab 9-7X Built With R-134a Refrigeration System All Air Conditioning Compressor Types (Excluding R4 and A6 Type Compressors) Supercede: This bulletin is being revised to change the PAG oil part number used for R4 and A6 compressors with R-134a refrigerant systems. Please discard Corporate Bulletin Number 02-01-39-004A (Section 01 - HVAC). All General Motors vehicles built with R-134a refrigerant systems shall now be serviced with GM Universal PAG Oil (excluding vehicles equipped with an R4 or A6 compressor). R4 and A6 compressors with R-134a refrigerant systems shall use PAG OIL, GM P/N 12356151 (A/C Delco part number 15-118) (in Canada, use P/N 10953486). Important: The PAG oil referenced in this bulletin is formulated with specific additive packages that meet General Motors specifications and use of another oil may void the A/C systems warranty. Use this new PAG oil when servicing the A/C system on the vehicles listed above. Oil packaged in an 8 oz tube should be installed using A/C Oil Injector, J 45037. Refer to the HVAC Section of Service Information for detailed information on Oil Balancing and Capacities. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant Oil > Component Information > Specifications > Capacity Specifications Refrigerant Oil: Capacity Specifications Compressor Model [01] ....................................................................................................................... ............................................................................ V-5 Oil Charge (FL. Oz.) When Replacing Component Compressor ......................................................................................................................................... ............................................................................. [03] Evaporator ........................................................................................................................................... ................................................................................. 3 Condenser ...................................................... .............................................................................................................................................................. ........ 1 Accumulator ............................................................................................................................. ......................................................................................... 3.5 [01] Variable displacement compressor. [03] Drain oil from old compressor and measure, then drain new compressor. If more than one ounce is drained from old compressor, add same amount to new compressor. If less than one ounce is drained from compressor, add two ounces. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant Oil > Component Information > Specifications > Capacity Specifications > Page 6517 Refrigerant Oil: Fluid Type Specifications REFRIGERANT OIL TYPE ^ R-134a PAG (Polyalkaline Glycol) synthetic refrigerant oil (GM Part No. 12345923) or equivalent. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Refrigerant Pressure Sensor / Switch, HVAC > Component Information > Locations LH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Relays and Modules - HVAC > Blower Motor Relay > Component Information > Locations > Component Locations RH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Relays and Modules - HVAC > Blower Motor Relay > Component Information > Locations > Component Locations > Page 6526 RH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Relays and Modules - HVAC > Blower Motor Relay > Component Information > Locations > Page 6527 Harness Connector Faces: High Blower Relay Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Relays and Modules - HVAC > Compressor Clutch Relay > Component Information > Locations > Component Locations RH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Relays and Modules - HVAC > Compressor Clutch Relay > Component Information > Locations > Component Locations > Page 6532 RH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Relays and Modules - HVAC > Compressor Clutch Relay > Component Information > Locations > Page 6533 Harness Connector Faces: A/C Compressor Control Relay Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Sensors and Switches - HVAC > Blower Motor Switch > Component Information > Locations A-Center Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Heating and Air Conditioning > Sensors and Switches - HVAC > Refrigerant Pressure Sensor / Switch, HVAC > Component Information > Locations LH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Technical Service Bulletins > Air Bag - Module Shipping/Return Procedure Air Bag: Technical Service Bulletins Air Bag - Module Shipping/Return Procedure File In Section: 9 - Accessories Bulletin No.: 31-90-04A Date: September, 1996 Subject: Supplemental Inflatable Restraint (SIR) Module Shipping/Return Procedure Models: 1993-97 Passenger Cars and Trucks - Equipped with Supplemental Inflatable Restraint (SIR) Modules EXCEPT THE MODELS AND YEARS AS LISTED This bulletin is being revised to update the: models and years affected, the contact telephone numbers and the hazardous classification rating. Various areas of the text and the attachments have also been revised. Please discard Corporate Bulletin Number 319004 (Group Reference Accessories). This bulletin outlines the return procedure for undeployed Supplemental Inflatable Restraint (SIR) modules. Undeployed SIR modules in all vehicles (except models indicated), removed for warranty purposes, are to be returned to Delphi Interior and Lighting Systems, General Motors Corporation. This bulletin outlines procedures that all dealers must follow for shipping undeployed airbag modules. This bulletin is in effect and should be retained at all times at the dealership until superseded by a subsequent bulletin. This return program does NOT apply to dealers in Alaska, Hawaii, US Territories, and foreign countries. SIR modules replaced outside the continental United States should be deployed and disposed of following the procedure outlined in Corporate Bulletin Number 319003R. All other modules (i.e., out of warranty or car scrapped) should be disposed of per Corporate Bulletin Number 319003R. Important: If a vehicle is the subject of a Preliminary Investigation (GM-1241), DO NOT ALTER the SIR system until cleared by the Zone Service Representative. An SIR module returned following a 1241 investigation must be clearly designated by: 1. Indicating on the REPAIR ORDER copy inside the box "SUBJECT TO 1241". 2. Indicating the VIN and vehicle owner on the REPAIR ORDER. 3. Sending photocopies of the REPAIR ORDER to: a. The appropriate Zone service Representative b. Cigna Company GM Central Claims Unit 485 W. Milwaukee Suite 690 Detroit, MI 48202 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Technical Service Bulletins > Air Bag - Module Shipping/Return Procedure > Page 6547 Mailing Address: P.O. Box 02489, Detroit, MI 48202 Questions related to handling of 1241 associated SIR modules may be answered by calling: Cigna Company - GM Central Claims Unit, 1-800-888-1491. The U.S. Department of Transportation (DOT) Hazardous Materials Regulations classify SIR modules as the following: ^ Proper Shipping Name: Air Bag Modules ^ Hazardous Class: Class 9 - Air Bag Failure to comply with DOT regulations will result in civil penalties of up to $10,000 per violation or criminal penalties of up to $25,000 per violation and imprisonment. Return Procedure for Supplemental Inflatable Restraint Modules (Undeployed Modules Only) All undeployed SIR modules in all vehicles (except as indicated in the models section of this bulletin), removed for warranty purposes, are to be returned to Delphi Interior and Lighting Systems, General Motors. The following procedure should be followed when returning SIR modules from any location within the continental United States. 1. Packaging Requirements Return undeployed SIR modules in the same carton that was received with the new replacement module. Do not use any carton that has been damaged to the extent that the product will not be protected during the shipment. If you need a replacement carton, contact Delphi Interior and Lighting Systems at (513) 356-2426. ENCLOSE A COPY OF THE REPAIR ORDER, detailing the reason(s) for the SIR module replacement. Close and secure the carton with packaging tape (transparent tape is recommended). All existing labels and markings on the carton must be visible. Important: DO NOT staple container. DO NOT cover any portion of the black and white "Class 9" label or any markings on the carton. 2. Package Labels and Markings Add the names and addresses for the consignee and the consignor. The method of closure cannot interfere with the labels or the markings on the package (see Attachments "A" - Driver Side, and "D" - Passenger Side). 3. Shipping Paper (UPS Hazardous Material Label and Shipper's Certification) The following items on the shipping papers must be completed with the same information as enclosed with the replacement SIR module when received: proper shipping name, hazard class, identification number, packaging group number, "EX" number, and emergency response telephone number. The remaining information should be completed in accordance with Attachments "B" and "E" (Driver Side) and "C" and "F" (Passenger Side). A copy of the emergency response guidelines (see Attachment "G") is enclosed with the replacement SIR module and must be attached to the shipping papers you complete for the SIR module being shipped. 4. Transportation All SIR modules are to be returned using United Parcel Service (UPS) which will require the sender to pre-pay the freight charges. If difficulties arise, contact Delphi Interior and Lighting Systems, General Motors at (513) 356-2426. 5. RETURN ALL SUPPLEMENTAL INFLATABLE RESTRAINT MODULES (EXCEPT FOR THOSE MODELS LISTED IN THIS BULLETIN) TO THE FOLLOWING ADDRESS: Delphi Interior and Light Systems 3249 McCall Avenue Dayton, OH 45417 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Technical Service Bulletins > Air Bag - Module Shipping/Return Procedure > Page 6548 ATTACHMENT A DRIVER AIRBAG Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Technical Service Bulletins > Air Bag - Module Shipping/Return Procedure > Page 6549 ATTACHMENT B DRIVER SIDE Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Technical Service Bulletins > Air Bag - Module Shipping/Return Procedure > Page 6550 ATTACHMENT C DRIVER SIDE Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Technical Service Bulletins > Air Bag - Module Shipping/Return Procedure > Page 6551 ATTACHMENT D PASSENGER AIRBAG Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Technical Service Bulletins > Air Bag - Module Shipping/Return Procedure > Page 6552 ATTACHMENT E PASSENGER SIDE Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Technical Service Bulletins > Air Bag - Module Shipping/Return Procedure > Page 6553 ATTACHMENT F PASSENGER SIDE Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Technical Service Bulletins > Air Bag - Module Shipping/Return Procedure > Page 6554 ATTACHMENT G Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Technical Service Bulletins > Air Bag - Module Shipping/Return Procedure > Page 6555 Technical Service Bulletin # 319003 Date: 931201 Air Bag - Module Scrapping Procedure Group Ref.: Accessories Bulletin No.: 319003 Date: December, 1993 INFORMATION SUBJECT: SUPPLEMENTAL INFLATOR RESTRAINT (SIR) PASSENGER-SIDE INFLATOR MODULE SCRAPPING PROCEDURE MODELS: 1992-94 MODELS WITH PASSENGER SIDE SUPPLEMENTAL INFLATABLE RESTRAINT (SIR) This bulletin outlines THE SCRAPPING OF UNDEPLOYED PASSENGER-SIDE INFLATOR MODULES. This procedure should be used ONLY for dealers in Alaska, Hawaii, US Territories and Foreign Countries. Passenger-side inflator modules replaced in the continental United States should be returned for analysis following the procedures outlined in Bulletin Number 319004R. This Bulletin, in conjunction with Bulletin Number 319004, cancels and replaces Bulletin Number 209006 (Chevrolet 93-72-9J, Pontiac 93-9-5 and Cadillac 93-I-13). PASSENGER INFLATOR MODULE SCRAPPING PROCEDURE Alaska, Hawaii, US Territories, and Foreign Countries Only Tools Required: J38826-SIR Deployment Harness J39401-Passenger Side SIR Module Deployment Fixture During the course of a vehicle's useful life, certain situations may arise which will necessitate the disposal of a live (undeployed) inflator module. This information covers proper procedures for disposing of a live passenger inflator module. Information for disposing of a live driver inflator module can be found in the applicable service manual or in a service bulletin. Before a live inflator module can be disposed of, it must be deployed. Live inflator modules must not be disposed of through normal refuse channels. CAUTION: Failure to follow proper Supplemental Inflatable Restraint (SIR) inflator module disposal procedures can result in air bag deployment which may cause personal injury. Undeployed inflator modules must not be disposed of through normal refuse channels. The undeployed inflator module contains substances that can cause severe illness or personal injury if the sealed container is damaged during disposal. Disposal in any manner inconsistent with proper procedures may be a violation of federal, state, and/or local laws. If a vehicle is the subject of a Product Liability Report related to the SIR system and is subject to a Preliminary Investigation (GM-1241), DO NOT DEPLOY the inflator module and DO NOT ALTER the SIR system in any manner. Refer to the applicable service bulletin on SIR shipping procedures (bulletin applies to U.S only, except Alaska and Hawaii and all foreign countries) for details on handling SIR systems involved with GM-1241. If a vehicle is the subject of a campaign affecting inflator modules, DO NOT DEPLOY the inflator module. Follow instructions in the Campaign Service Bulletin for proper disposition of the inflator module. In situations which require deployment of a live inflator module, deployment may be accomplished in or out of the vehicle. The method employed depends upon final disposition of the particular vehicle, as noted in "Deployment Out Of Vehicle" and "Deployment In Vehicle" shown below. Deployment Out of Vehicle Deployment out of the vehicle is proper when the vehicle is to be returned to service. This includes, for example, situations in which a functionally or cosmetically deficient inflator module is replaced. Deployment and disposal of an inflator module is, of course, subject to any required retention period. For deployment of a live inflator module out of the vehicle, the deployment procedure must be followed exactly. ALWAYS wear safety glasses during this deployment procedure until the deployed inflator module is scrapped. Before performing the procedures you should be familiar with servicing the SIR system and with proper handling of the inflator module. Procedures should be read fully before they are performed. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Technical Service Bulletins > Air Bag - Module Shipping/Return Procedure > Page 6556 The following procedure requires use of J 38826 SIR Deployment Harness with the appropriate pigtail adapter. The procedure also requires the use of J 39401 Passenger Side SIR Module Deployment Fixture. Do not attempt this procedure without J 38826 and adapter, and J 39401. CAUTION: Failure to follow procedures in the order listed may result in personal injury. Never connect deployment harness to any power source before connecting deployment harness to the inflator module. Deployment harness shall remain shorted and not be connected to a power source until the airbag is to be deployed. The inflator module will immediately deploy the airbag when a power source is connected to it. Wear safety glasses throughout this entire deployment and disposal procedure. Important: This information applies only to passenger inflator modules. Information for disposing of a live driver inflator module can be found in the applicable service manual or in a service bulletin. 1. Turn ignition switch to "LOCK", remove key, and put on safety glasses. 2. Inspect J 38826 SIR Deployment Harness and appropriate pigtail adapter for damage. If harness or pigtail is damaged, discard and obtain a replacement. 3. Short the two SIR Deployment Harness leads together by fully seating one banana plug into the other. The SIR Deployment Harness shall remain shorted and not be connected to a power source until the air bag is to be deployed. Refer to Figure 1. 4. Connect the appropriate pigtail adapter to the SIR Deployment Harness. Refer to Figure 1. 5. Remove inflator module from vehicle. Refer to "On-Vehicle Service" in Section 9J. CAUTION: When storing a live inflator module or when leaving a live inflator module unattended on a bench or other surface, always face the bag up and away from the surface. This is necessary so that a free space is provided to allow the air bag to expand in the unlikely event of accidental deployment. Failure to follow procedures may result in personal injury. 6. Clear a space on the ground approximately 185 cm (six feet) in diameter where the fixture with attached inflator module is to be placed for deployment. A paved outdoor location where there is no activity is preferred. If an outdoor location is not available, a space on the shop floor where there is no activity and sufficient ventilation is recommended. Ensure that no loose or flammable objects are within the deployment area. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Technical Service Bulletins > Air Bag - Module Shipping/Return Procedure > Page 6557 7. Place the J 39401 on the ground in the space cleared in step 6, if it has not already been placed there. Refer to Figure 2. 8. Fill plastic reservoir in fixture with water or sand. This is necessary to provide sufficient stabilization of the fixture during deployment. 9. Attach the passenger inflator module in the J 39401 Passenger Side SIR Module Deployment Fixture using the Flange/Arm Mounting Method or Stud Mounting Method as appropriate (most applications will work best with the Flange/Arm Mounting Method). Refer to Figure 3. Inflator module must be mounted such that the bag will deploy upward. SECURELY HAND-TIGHTEN ALL FASTENERS PRIOR TO DEPLOYMENT Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Technical Service Bulletins > Air Bag - Module Shipping/Return Procedure > Page 6558 Important: When using the Stud Mounting Method, the mounting nuts for attaching the inflator module to the vehicle must be removed from the module. J 39401-1 Mounting Nuts (4 required) MUST be used to attach the module to the fixture to ensure sufficient thread engagement. When using the Flange/Arm Mounting Method, use the J 39401-13 Hold-Down Nuts (4 required) whenever possible. However, if clearance re-strictions do not allow the use of the J 39401-13 nuts, (4) M6 x 1.0 nuts with washers may be used. 10. Stretch the SIR Deployment Harness and pigtail adapter from the inflator module to its full length. Refer to Figure 4. 11. Place a power source near the shorted end of the SIR Deployment Harness. (Recommended application: 12 volts minimum, 2 amps mini-mum. A vehicle battery is suggested.) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Technical Service Bulletins > Air Bag - Module Shipping/Return Procedure > Page 6559 12. Connect the inflator module to the pigtail adapter on the SIR Deployment Harness. The SIR Deployment Harness shall remain shorted and not be connected to a power source until the air bag is to be deployed. The inflator module will immediately deploy the air bag when a power source is connected to it. Refer to Figure 5. Important: Ensure that the pigtail adapter is firmly seated into the inflator module connector. Failure to fully seat the connectors may leave the shorting bar located in the inflator module connector functioning (shorting the deployment circuit) and may result in nondeployment of the inflator module. 13. Verify that the area around the inflator module is clear of all people and loose or flammable objects. 14. Verify that the inflator module is firmly and properly secured in J 39401. 15. Notify all people in the immediate area of your intention to deploy the inflator module. The deployment will be accompanied by a substantial noise which may startle the uninformed. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Technical Service Bulletins > Air Bag - Module Shipping/Return Procedure > Page 6560 16. Separate the two banana plugs on the SIR Deployment Harness that were shorted together in Step 3. Refer to Figure 6. NOTICE: When air bag deploys, the rapid gas expansion will create a substantial noise. Notify all people in the immediate area that you intend to deploy the inflator module. CAUTION: Deployment harness shall remain shorted and not be connected to a power source until the air bag is to be deployed. The inflator module will immediately deploy the air bag when a power source is connected to it. Connecting the deployment harness to the power source should always be the last step in the inflator module deployment procedure. Failure to follow procedures in the order listed may result in personal injury. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Technical Service Bulletins > Air Bag - Module Shipping/Return Procedure > Page 6561 17. Connect the SIR Deployment Harness wires to the power source to immediately deploy the inflator module. Refer to Figure 7. 18. Disconnect the SIR Deployment Harness from the power source. 19. Short the two SIR Deployment Harness leads together by fully seating one banana plug into the other. Refer to Figure 1. 20. In the unlikely event that the inflator module did not deploy after following these procedures, proceed immediately with Steps 25 through 28. If the inflator module deployed as intended, proceed with Steps 21 through 24. 21. Put on a pair of shop gloves to protect your hands from possible irritation and heat when handling the deployed inflator module. After the inflator module has been deployed, the surface of the air bag may contain a powdery residue. This powder consists primarily of cornstarch (used to lubricate the bag as it inflates) and by-products of the chemical reaction. Sodium hydroxide dust (similar to lye soap) is produced as a by-product of the deployment reaction. The sodium hydroxide quickly reacts with the atmospheric moisture and is converted to sodium carbonate and sodium bicarbonate (baking soda). Therefore, it is unlikely that sodium hydroxide will be present for very long after deployment. As a precaution, however, gloves and safety glasses are recommended to prevent any possible irritation of the skin or eyes. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Technical Service Bulletins > Air Bag - Module Shipping/Return Procedure > Page 6562 CAUTION: Safety precautions must be observed when handling a deployed inflator module. After deployment, the metal surfaces of the inflator module will be hot. Allow the inflator module to cool before handling any metal portion of it. Do not place the deployed inflator module near any flammable objects. Failure to follow procedures may result in fire or personal injury. After an inflator module has been deployed, the metal canister and surrounding areas of the inflator module will be hot. Do not touch the metal areas of the inflator module for about ten minutes after deployment. If the deployed inflator module must be moved before it is cool, wear gloves and handle by the air bag itself. Refer to Figure 8. 22. Disconnect the pigtail adapter from the inflator module as soon after deployment as possible to avoid damage to the pigtail adapter or SIR Deployment Harness from contacting the hot inflator module canister. The pigtail adapter and SIR Deployment Harness are designed to be reused. They should, however, be inspected for damage after each deployment and replaced if necessary. 23. Dispose of the deployed inflator module through normal refuse channels after it has cooled for at least 10 minutes. 24. Wash your hands with mild soap and water afterward. NOTICE: The remaining steps are to be followed in the unlikely event that the inflator module did not deploy after following the above procedures. 25. Ensure that the SIR Deployment Harness has been disconnected from the power source and that its two banana plugs have been shorted together by fully seating one banana plug into the other. Refer to Figure 1. 26. Disconnect the pigtail adapter from the inflator module. CAUTION: When storing a live inflator module or when leaving a live inflator module unattended on a bench or other surface, always face the bag up and away from the surface. This is necessary so that a free space is provided to allow the air bag to expand in the unlikely event of accidental deployment. Failure to follow procedures may result in personal injury. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Technical Service Bulletins > Air Bag - Module Shipping/Return Procedure > Page 6563 27. Temporarily store the inflator module with the bag facing up, away from the surface upon which it rests. Refer to Figure 9. 28. Call the Technical Assistance group for further assistance. Deployment In Vehicle Deployment in the vehicle is proper when the vehicle is to be destroyed or salvaged for component parts. This includes, but is not limited to, the following situations: 1. The vehicle has completed its useful life. 2. The vehicle has been damaged beyond repair in a non-deployment type of accident. 3. The vehicle has been stripped or damaged beyond repair in a theft. 4. The vehicle will be salvaged for component parts to be used on a vehicle with a different Vehicle Identification Number (VIN) as opposed to being rebuilt as the same VIN. This is done to ensure SIR system integrity since only new SIR system components, with the exception of remanufactured parts as noted below, may be used in servicing an SIR equipped vehicle. Remanufactured parts purchased from an authorized General Motors dealer may be used for SIR repairs. Refer to applicable model and year service manual for the in-vehicle passenger inflator module deployment procedure. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Technical Service Bulletins > Page 6564 Air Bag: Description and Operation DESCRIPTION The inflator modules consist of an inflatable bag and an inflator (a canister of gas-generating material and an initiating device). OPERATION When the vehicle is in a frontal crash of sufficient force, the SDM or arming sensor causes current to flow through the deployment loops. Current passing through the initiator ignites the material in the inflator module. The gas produced from this reaction rapidly inflates the air bag. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag > Component Information > Technical Service Bulletins > Page 6565 Air Bag: Service and Repair WARNING: The diagnostic energy reserve module or sensing and diagnostic module (DERM/SDM) can maintain enough voltage to cause air bag deployment for up to two minutes after the ignition switch is turned off and the battery is disconnected. Servicing the SIR system during this period may result in accidental deployment and personal injury. 1. Disarm system as described in Air Bag System Disarming & Arming. 2. Remove module attaching bolts from rear of steering wheel. 3. Rotate horn lead 1/4 turn and disconnect. 4. Disconnect inflator module electrical connector, then remove module from steering wheel. 5. Reverse procedure to install, noting the following: a. After completing installation, rearm system as described in Air Bag System Disarming & Arming. b. Turn ignition switch to On position and verify that the Air Bag or SIR warning lamp flashes seven to nine times and then turns off. If lamp does not respond as specified, refer to System Diagnosis Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Air Bag Control Module > Component Information > Description and Operation Air Bag Control Module: Description and Operation DESCRIPTION The Sensing and Diagnostic Module (SDM) performs several system functions. These functions include energy reserve, air bag deployment, malfunction detection, malfunction diagnosis, driver notification, frontal crash detection and frontal crash recording. OPERATION The SDM contains a sensing device which converts vehicle velocity changes to an electrical signal. The electrical signal generated is processed by the SDM and then compared to a value stored in memory. When the generated signal exceeds the stored value, additional signals are compared to signals stored in memory. When two of the generated signals exceed the stored values or when one of the generated signals exceeds the stored value and the forward discriminating sensor closes, the SDM will cause current to flow through the inflator modules deploying the air bags. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Clockspring Assembly / Spiral Cable, Air Bag > Component Information > Description and Operation Clockspring Assembly / Spiral Cable: Description and Operation DESCRIPTION The SIR coil assembly consists of two current carrying coils. They are attached to the steering column and allow rotation of the steering wheel while maintaining continuous contact of the driver deployment loop to the driver's inflator module. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Clockspring Assembly / Spiral Cable, Air Bag > Component Information > Description and Operation > Page 6572 Clockspring Assembly / Spiral Cable: Service and Repair WARNING: The diagnostic energy reserve module or sensing and diagnostic module (DERM/SDM) can maintain enough voltage to cause air bag deployment for up to two minutes after the ignition switch is turned off and the battery is disconnected. Servicing the SIR system during this period may result in accidental deployment and personal injury. 1. Disarm system as described in Air Bag System Disarming & Arming. 2. Position front wheels in the straight ahead position. 3. Remove driver's air bag as described in Air Bag Module. 4. Disconnect electrical connectors. 5. Place alignment marks on steering wheel hub and steering column shaft for installation reference. 6. Remove steering wheel retaining nut. 7. Using suitable steering wheel puller, remove steering wheel. 8. Place ignition switch in the Lock position, to retain coil assembly in the centered position. 9. Remove coil assembly retaining ring. 10. Remove lock plate, turn signal canceling cam and upper bearing spring, inner race seat and inner race. 11. Place turn signal lever in righthand turn position, then remove multi-function lever and hazard flasher warning knob. 12. Remove turn signal switch lever attaching screw, then the lever. 13. Remove turn signal switch attaching screws and allow switch to hang from wire. 14. Disconnect SIR coil connector from turn signal switch electrical connector. 15. Using mechanics wire, gently pull SIR coil wire through steering column. 16. Remove SIR coil assembly from steering column. 17. Reverse procedure to install, noting the following: a. Ensure wheels are in the straight ahead position. b. Ensure coil assembly is in the centered position. c. After completing installation, rearm system as described in Air Bag System Disarming & Arming. d. Turn ignition switch to On position and verify that the AIR BAG or SIR warning lamp flashes seven to nine times and then turns off. If lamp does not respond as specified, refer to System Diagnosis. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Discriminating Sensors and Arming Sensors <--> [Impact Sensor] > Component Information > Description and Operation Discriminating Sensors and Arming Sensors: Description and Operation DESCRIPTION The discriminating and arming sensors are used by the SIR system to determine whether or not certain frontal crashes require deployment of the air bags. OPERATION The sensor consists of a sensing element, normally open switch contacts and a diagnostic resistor. The sensing element closes the switch contacts when the vehicle velocity changes are severe enough to warrant air bag deployment. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Discriminating Sensors and Arming Sensors <--> [Impact Sensor] > Component Information > Description and Operation > Page 6576 Discriminating Sensors and Arming Sensors: Service and Repair WARNING: The diagnostic energy reserve module or sensing and diagnostic module (DERM/SDM) can maintain enough voltage to cause air bag deployment for up to two minutes after the ignition switch is turned off and the battery is disconnected. Servicing the SIR system during this period may result in accidental deployment and personal injury. 1. Disarm system as described in Air Bag System Disarming & Arming. 2. Remove Connector Position Assurance (CPA), then disconnect sensor electrical connector. 3. Remove sensor attaching bolts, then the sensor from vehicle. 4. Reverse procedure to install, noting the following: a. Install sensor with arrow pointed toward front of vehicle. b. After completing installation, rearm system as described in Air Bag System Disarming & Arming. c. Turn ignition switch on and verify that the AIR BAG or SIR warning lamp flashes seven to nine times and then turns off. If lamp does not respond as specified, refer to System Diagnosis. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Seat Occupant Sensor > Component Information > Technical Service Bulletins > Restraints - Passenger Presence System Information Seat Occupant Sensor: Technical Service Bulletins Restraints - Passenger Presence System Information INFORMATION Bulletin No.: 06-08-50-009F Date: December 23, 2010 Subject: Information on Passenger Presence Sensing System (PPS or PSS) Concerns With Custom Upholstery, Accessory Seat Heaters or Other Comfort Enhancing Devices Models: 2011 and Prior GM Passenger Cars and Trucks Equipped with Passenger Presence Sensing System Supercede: This bulletin is being revised to update the model years. Please discard Corporate Bulletin Number 06-08-50-009E (Section 08 - Body and Accessories). Concerns About Safety and Alterations to the Front Passenger Seat Important ON A GM VEHICLE EQUIPPED WITH A PASSENGER SENSING SYSTEM, USE THE SEAT COVERS AND OTHER SEAT-RELATED EQUIPMENT AS RELEASED BY GM FOR THAT VEHICLE. DO NOT ALTER THE SEAT COVERS OR SEAT-RELATED EQUIPMENT. ANY ALTERATIONS TO SEAT COVERS OR GM ACCESSORIES DEFEATS THE INTENDED DESIGN OF THE SYSTEM. GM WILL NOT BE LIABLE FOR ANY PROBLEMS CAUSED BY USE OF SUCH IMPROPER SEAT ALTERATIONS, INCLUDING ANY WARRANTY REPAIRS INCURRED. The front passenger seat in many GM vehicles is equipped with a passenger sensing system that will turn off the right front passenger's frontal airbag under certain conditions, such as when an infant or child seat is present. In some vehicles, the passenger sensing system will also turn off the right front passenger's seat mounted side impact airbag. For the system to function properly, sensors are used in the seat to detect the presence of a properly-seated occupant. The passenger sensing system may not operate properly if the original seat trim is replaced (1) by non-GM covers, upholstery or trim, or (2) by GM covers, upholstery or trim designed for a different vehicle or (3) by GM covers, upholstery or trim that has been altered by a trim shop, or (4) if any object, such as an aftermarket seat heater or a comfort enhancing pad or device is installed under the seat fabric or between the occupant and the seat fabric. Aftermarket Seat Heaters, Custom Upholstery, and Comfort Enhancing Pads or Devices Important ON A GM VEHICLE EQUIPPED WITH A PASSENGER SENSING SYSTEM, USE ONLY SEAT COVERS AND OTHER SEAT-RELATED EQUIPMENT RELEASED AS GM ACCESSORIES FOR THAT VEHICLE. DO NOT USE ANY OTHER TYPE OF SEAT COVERS OR SEAT-RELATED EQUIPMENT, OR GM ACCESSORIES RELEASED FOR OTHER VEHICLE APPLICATIONS. GM WILL NOT BE LIABLE FOR ANY PROBLEMS CAUSED BY USE OF SUCH IMPROPER SEAT ACCESSORIES, INCLUDING ANY WARRANTY REPAIRS MADE NECESSARY BY SUCH USE. Many types of aftermarket accessories are available to customers, upfitting shops, and dealers. Some of these devices sit on top of, or are Velcro(R) strapped to the seat while others such as seat heaters are installed under the seat fabric. Additionally, seat covers made of leather or other materials may have different padding thickness installed that could prevent the Passenger Sensing System from functioning properly. Never alter the vehicle seats. Never add pads or other devices to the seat cushion, as this may interfere with the operation of the Passenger Sensing System and either prevent proper deployment of the passenger airbag or prevent proper suppression of the passenger air bag. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Diagnostic Energy Reserve Module (DERM) <--> [Standby Power Supply, Air Bag] > Component Information > Description and Operation Standby Power Supply: Description and Operation DESCRIPTION The Diagnostic Energy Reserve Module (DERM) performs several system functions. These functions include energy reserve, malfunction detection, malfunction recording, driver notification and frontal crash recording. OPERATION The DERM is connected to the SIR wiring harness by a 24-way connector. This harness connector uses a shorting bar across certain terminals in the contact area. This shorting bar connects the AIR BAG warning lamp to ground when the DERM harness connector is disconnected. This will cause the AIR BAG warning lamp to come on steady whenever the ignition switch is at the Run, Bulb Test or Start positions with the DERM disconnected. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Malfunction Lamp / Indicator, Air Bag > Component Information > Technical Service Bulletins > Customer Interest for Malfunction Lamp / Indicator: > 83-81-34 > Mar > 99 > SIR - Operating Vehicle with Warning Light On Malfunction Lamp / Indicator: Customer Interest SIR - Operating Vehicle with Warning Light On File In Section: 8 - Chassis/Body Electrical Bulletin No.: 83-81-34 Date: March, 1999 INFORMATION Subject: Operating Vehicle with Supplemental Inflatable Restraint (SIR) Warning Light Illuminated Models: 1999 and Prior Passenger Cars and Light Duty Trucks with SDM Controlled Air Bag System The AIR BAG warning light is the key to driver notification of Supplemental Inflatable Restraint (SIR) system malfunctions. When the warning light remains illuminated or continues to flash, one or more of the following conditions may occur if vehicle operation is continued. ^ Non-deployment of the air bags in the event of a crash. ^ Deployment of the air bags without a crash. ^ Deployment of the air bags in crashes less severe than intended. If an AIR BAG warning light is illuminated or flashing, you should advise the customer of these possibilities and that the vehicle should be serviced right away. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Malfunction Lamp / Indicator, Air Bag > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Malfunction Lamp / Indicator: > 83-81-34 > Mar > 99 > SIR - Operating Vehicle with Warning Light On Malfunction Lamp / Indicator: All Technical Service Bulletins SIR - Operating Vehicle with Warning Light On File In Section: 8 - Chassis/Body Electrical Bulletin No.: 83-81-34 Date: March, 1999 INFORMATION Subject: Operating Vehicle with Supplemental Inflatable Restraint (SIR) Warning Light Illuminated Models: 1999 and Prior Passenger Cars and Light Duty Trucks with SDM Controlled Air Bag System The AIR BAG warning light is the key to driver notification of Supplemental Inflatable Restraint (SIR) system malfunctions. When the warning light remains illuminated or continues to flash, one or more of the following conditions may occur if vehicle operation is continued. ^ Non-deployment of the air bags in the event of a crash. ^ Deployment of the air bags without a crash. ^ Deployment of the air bags in crashes less severe than intended. If an AIR BAG warning light is illuminated or flashing, you should advise the customer of these possibilities and that the vehicle should be serviced right away. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Air Bag Systems > Malfunction Lamp / Indicator, Air Bag > Component Information > Technical Service Bulletins > Page 6597 Malfunction Lamp / Indicator: Description and Operation On models equipped with an air bag system, if the air bag warning lamp illuminates and stays on, diagnosis and repair of the air bag system will be necessary to reset the lamp. DESCRIPTION Voltage is supplied to the AIR BAG/SIR warning lamp when the ignition switch is at the Run, Bulb Test or Start position. The DERM/SDM controls the lamp by providing ground with a lamp driver. OPERATION The AIR BAG warning lamp is used in the SIR system to verify lamp and DERM/SDM operation by flashing seven times whenever the ignition is turned on and to warn the driver of any SIR system malfunctions. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Head Restraint System > System Information > Technical Service Bulletins > Restraints - Driver/Passenger Seat Head Rest Information Head Restraint System: Technical Service Bulletins Restraints - Driver/Passenger Seat Head Rest Information INFORMATION Bulletin No.: 10-08-50-003A Date: March 24, 2011 Subject: Information on Driver or Passenger Seat Head Restraint Concerns with Comfort, Custom Upholstery or Other Comfort Enhancing Devices Models: 2012 and Prior GM Passenger Cars and Trucks Equipped with Adjustable Head Restraints Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 10-08-50-003 (Section 08 - Body and Accessories). Important ON A GM VEHICLE EQUIPPED WITH ADJUSTABLE HEAD RESTRAINTS, USE THE HEAD RESTRAINT COVERS, FOAM AND OTHER SEAT-RELATED EQUIPMENT AS RELEASED BY GM FOR THAT VEHICLE. DO NOT ALTER OR REPOSITION THE HEAD RESTRAINT SYSTEM. ANY ALTERATIONS TO HEAD RESTRAINTS DEFEATS THE INTENDED DESIGN OF THE SYSTEM. GM WILL NOT BE LIABLE FOR ANY PROBLEMS CAUSED BY USE OF SUCH IMPROPER DESIGN ALTERATIONS, INCLUDING ANY WARRANTY REPAIRS INCURRED. You may have a customer with a concern that the head restraint is uncomfortable or sits too far forward. The front driver and passenger seats are equipped with head restraints that have been designed to help minimize injuries while still providing comfort to the occupants. Each GM vehicle has its own specifically designed head restraint. The head restraints should only be used in the vehicle for which they were designed. The head restraint will not operate to its design intent if the original foam is replaced (1) by non-GM foam or head restraint, (2) by GM foam or head restraint designed for a different vehicle, (3) by GM foam or head restraint that has been altered by a trim shop or (4) if any object, such as an aftermarket comfort enhancing pad or device, is installed. Never modify the design of the head restraint or remove the head restraint from the vehicle as this may interfere with the operation of the seating and restraint systems and may prevent proper positioning of the passenger within the vehicle. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Relays and Modules - Restraint Systems > Air Bag Control Module > Component Information > Description and Operation Air Bag Control Module: Description and Operation DESCRIPTION The Sensing and Diagnostic Module (SDM) performs several system functions. These functions include energy reserve, air bag deployment, malfunction detection, malfunction diagnosis, driver notification, frontal crash detection and frontal crash recording. OPERATION The SDM contains a sensing device which converts vehicle velocity changes to an electrical signal. The electrical signal generated is processed by the SDM and then compared to a value stored in memory. When the generated signal exceeds the stored value, additional signals are compared to signals stored in memory. When two of the generated signals exceed the stored values or when one of the generated signals exceeds the stored value and the forward discriminating sensor closes, the SDM will cause current to flow through the inflator modules deploying the air bags. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Seat Belt Systems > Child Restraint > Child Seat Tether Attachment > Component Information > Technical Service Bulletins > Restraints - Child Seat Top Teather Attachment Kits Child Seat Tether Attachment: Technical Service Bulletins Restraints - Child Seat Top Teather Attachment Kits Bulletin No.: 99-09-40-004a Date: April 12, 2005 INFORMATION Subject: Top Tether Hardware Package for Child Restraint Seats Models: 1989-2002 Passenger Cars, Light Duty Trucks and Multi-Purpose Passenger Vehicles (Except EV1 and Prizm) Supercede: This bulletin is being revised to add the 2000-2002 model years. Please discard Corporate Bulletin Number 99-09-40-009 (Section 09 - Restraints). Important: GM of Canada and IPC Dealers are not authorized to utilize this service bulletin. Beginning in August, 1997 General Motors began providing Child Restraint Seat Top Tether Hardware Packages to customers in the United States who requested them. The Top Tether Hardware Package contains the necessary hardware for anchoring a forward facing child restraint seat top tether. One Child Restraint Seat Top Tether Hardware Package will be provided per vehicle to the retail customer at no charge for installation. Charges for installation of additional Top Tether Hardware Packages per vehicle are the responsibility of the customer. Most forward facing child restraint seats (CRS) sold in the United States prior to calendar year 1999 were not sold with top tether straps, but have provisions for them. Top tethers, which are required in Canada, can help to better secure the seat in the vehicle. When a forward facing CRS including a top tether is used, specially designed components must be used to secure the child seat top tether. These components are included in the Hardware Package from GMSPO. Top tethers are not normally required or used with rearward facing infant restraint seats. Rearward facing infant restraint seats should never be secured in the front seat of an air bag equipped vehicle unless the vehicle is equipped with an air bag de-activation (shut-off) switch and the switch has been used to turn the air bag off. Should a retail customer request installation of a Tether Hardware Package at the time of sale or delivery, it is to be installed at no charge to the owner. The labor to install a Tether Hardware Package prior to delivery of a new vehicle to the customer is considered to be part of the delivery "get ready process", and as such, is not claimable. Claiming for the cost and applicable handling allowance of the proper Tether Hardware Package used in the installation is allowed. If the customer requests installation of a Tether Hardware Package some time after delivery, the package is to be provided free of charge. Hardware Packages include installation instructions which are easily followed and can be installed by most customers. However, should the customer request the dealership's assistance to install the Tether Hardware Package, it is to be installed at no charge to the customer and the labor may be claimed. All claims submitted for installation labor of an approved Tether Hardware Package must be supported by a signed customer work order. Additional Hardware Packages and installation charges are the responsibility of the customer. In addition, passenger vehicle deliveries, including vans and sport utilities for daily rental usage, may have one tether hardware package supplied. Additional packages are the owner's responsibility. Dealers may claim appropriate parts under these circumstances. Sufficient quantities of parts should be ordered in advance of the arrival of vehicles to avoid delays. Important: When installing a Child Restraint Seat Top Tether Hardware Package, follow the installation instructions included in the package. Additional information about specific mounting locations and installations may be available in the Seat Belt Section (Sections 9, 10-10, 10-11 or 10A) I of the appropriate Service Manual, or the Restraints section of SI. Any questions regarding this policy should be directed to your Area Manager, Parts or Service. Parts Information For Top Tether Hardware Package part numbers and usage, see Group 14.870 (passenger cars & U-van), or Group 16.710 (Light Duty Truck) of the appropriate GMSPO Parts Catalog. In addition, they can also be found in Accessories Group 21.042. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Seat Belt Systems > Child Restraint > Child Seat Tether Attachment > Component Information > Technical Service Bulletins > Restraints - Child Seat Top Teather Attachment Kits > Page 6612 Warranty Information The dealership will be reimbursed for the parts and labor, if applicable, through the submission of a regular warranty claim. All claims submitted must be supported by a signed customer work order. Purchase and installation of additional Hardware Packages is the responsibility of the customer. For Top Tether Hardware Packages installed in the United States, submit as a normal warranty claim using the labor operations and time allowances shown. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Seat Belt Systems > Seat Belt Buckle > Component Information > Technical Service Bulletins > Customer Interest for Seat Belt Buckle: > 09-09-40-001A > Feb > 11 > Restraints - Seat Belt Warning Lamp On/Buckling Issues Seat Belt Buckle: Customer Interest Restraints - Seat Belt Warning Lamp On/Buckling Issues INFORMATION Bulletin No.: 09-09-40-001A Date: February 02, 2011 Subject: Seat Belt Buckle Latching Issues and/or Seat Belt Warning Lights Illuminated Models: 2011 and Prior GM Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7 X Supercede: This bulletin is being revised to add the 2011 model year. Please discard Corporate Bulletin Number 09-09-40-001 (Section 09 - Restraints). This bulletin is being published to advise dealers about seat belt buckles not operating and/or seat belt warning light illumination, as well as difficulty latching and unlatching the buckle or the buckle release button sticking. Analysis of warranty data has determined that this condition may be caused by sticky beverages being spilled onto or into the seat belt buckle assembly. Foreign debris from food, candy wrappers, paper and coins can also contribute to this condition. Important If foreign material (debris) or sticky liquids are the cause of the concern, show the customer the condition of the component (buckle assembly) and explain how it is affecting the function of the restraint system. Strongly recommend that the component be replaced. Point out the fact that this is not a manufacturing defect and is not covered by the new vehicle warranty. If the customer declines to have parts replaced, the service department management must make a notation on the service record that the lack of functionality of seating position with an inoperative buckle was fully explained to the customer. The service department management must advise the customer that having a non-functioning buckle in a seating position voids ability to use that seating position (no one should ride in the seat). Also make the customer aware that it may be against the law to ride in a vehicle without wearing a restraint system. Important Never insert anything other than the seat belt latch plate into the buckle assembly. Do not attempt to dig anything out of a buckle with a tool. Never try to wash out a buckle to remove a spilled liquid as this may damage the buckle. Use the following steps to determine the cause of the concern. 1. Inspect the buckle assembly with a light shining on the latch plate insertion area. Look for any debris or foreign objects in the buckle. 2. If any debris or foreign objects are observed, try to vacuum out the item. After the foreign material is removed, latch and unlatch the seat belt. If the system functions properly, do not replace the seat belt buckle assembly. 3. If the condition has not been corrected, inspect the buckle assembly for any sticky residue. If sticky residue is found, inform the customer that a substance was spilled on the seat belt buckle assembly causing the malfunction. The buckle assembly will need to be replaced at the customer's expense. 4. Refer to SI for seat belt component replacement. Important If foreign material (debris) or sticky liquids are the cause of the concern, show the customer the condition of the component (buckle assembly) and explain how it is affecting the function of the restraint system. Strongly recommend that the component be replaced at the customer's expense. Point out the fact that this is not a manufacturing defect and is not covered by the new vehicle warranty. If the customer declines to have parts replaced, the service department management must make a notation on the service record that the lack of functionality of seating position with an inoperative buckle was fully explained to the customer. The service department management must advise customer that having a non-functioning buckle in a seating position voids ability to use that seating position (no one should ride in the seat). Also make the customer aware that it may be against the law to ride in a vehicle without wearing a restraint system. 5. If further restraint diagnosis is required, refer to Seat Belt System Operational and Functional Checks in SI. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Seat Belt Systems > Seat Belt Buckle > Component Information > Technical Service Bulletins > Customer Interest for Seat Belt Buckle: > 09-09-40-001A > Feb > 11 > Restraints - Seat Belt Warning Lamp On/Buckling Issues > Page 6621 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Seat Belt Systems > Seat Belt Buckle > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Seat Belt Buckle: > 09-09-40-001A > Feb > 11 > Restraints - Seat Belt Warning Lamp On/Buckling Issues Seat Belt Buckle: All Technical Service Bulletins Restraints - Seat Belt Warning Lamp On/Buckling Issues INFORMATION Bulletin No.: 09-09-40-001A Date: February 02, 2011 Subject: Seat Belt Buckle Latching Issues and/or Seat Belt Warning Lights Illuminated Models: 2011 and Prior GM Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7 X Supercede: This bulletin is being revised to add the 2011 model year. Please discard Corporate Bulletin Number 09-09-40-001 (Section 09 - Restraints). This bulletin is being published to advise dealers about seat belt buckles not operating and/or seat belt warning light illumination, as well as difficulty latching and unlatching the buckle or the buckle release button sticking. Analysis of warranty data has determined that this condition may be caused by sticky beverages being spilled onto or into the seat belt buckle assembly. Foreign debris from food, candy wrappers, paper and coins can also contribute to this condition. Important If foreign material (debris) or sticky liquids are the cause of the concern, show the customer the condition of the component (buckle assembly) and explain how it is affecting the function of the restraint system. Strongly recommend that the component be replaced. Point out the fact that this is not a manufacturing defect and is not covered by the new vehicle warranty. If the customer declines to have parts replaced, the service department management must make a notation on the service record that the lack of functionality of seating position with an inoperative buckle was fully explained to the customer. The service department management must advise the customer that having a non-functioning buckle in a seating position voids ability to use that seating position (no one should ride in the seat). Also make the customer aware that it may be against the law to ride in a vehicle without wearing a restraint system. Important Never insert anything other than the seat belt latch plate into the buckle assembly. Do not attempt to dig anything out of a buckle with a tool. Never try to wash out a buckle to remove a spilled liquid as this may damage the buckle. Use the following steps to determine the cause of the concern. 1. Inspect the buckle assembly with a light shining on the latch plate insertion area. Look for any debris or foreign objects in the buckle. 2. If any debris or foreign objects are observed, try to vacuum out the item. After the foreign material is removed, latch and unlatch the seat belt. If the system functions properly, do not replace the seat belt buckle assembly. 3. If the condition has not been corrected, inspect the buckle assembly for any sticky residue. If sticky residue is found, inform the customer that a substance was spilled on the seat belt buckle assembly causing the malfunction. The buckle assembly will need to be replaced at the customer's expense. 4. Refer to SI for seat belt component replacement. Important If foreign material (debris) or sticky liquids are the cause of the concern, show the customer the condition of the component (buckle assembly) and explain how it is affecting the function of the restraint system. Strongly recommend that the component be replaced at the customer's expense. Point out the fact that this is not a manufacturing defect and is not covered by the new vehicle warranty. If the customer declines to have parts replaced, the service department management must make a notation on the service record that the lack of functionality of seating position with an inoperative buckle was fully explained to the customer. The service department management must advise customer that having a non-functioning buckle in a seating position voids ability to use that seating position (no one should ride in the seat). Also make the customer aware that it may be against the law to ride in a vehicle without wearing a restraint system. 5. If further restraint diagnosis is required, refer to Seat Belt System Operational and Functional Checks in SI. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Seat Belt Systems > Seat Belt Buckle > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Seat Belt Buckle: > 09-09-40-001A > Feb > 11 > Restraints - Seat Belt Warning Lamp On/Buckling Issues > Page 6627 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Seat Belt Systems > Seat Belt Buckle Switch > Component Information > Locations Seat Belt Buckle Switch: Locations Seat Belt Switch is located at the Part of LH front Seat Belt Buckle Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Seat Belt Systems > Seat Belt Extension > Component Information > Technical Service Bulletins > Restraints - Extender Availability For Seat Belt Seat Belt Extension: Technical Service Bulletins Restraints - Extender Availability For Seat Belt INFORMATION Bulletin No.: 99-09-40-005F Date: June 23, 2010 Subject: Seat Belt Extender Availability Models: 2011 and Prior GM Passenger Cars and Trucks (Including Saturn) 2009 and Prior HUMMER H2 2010 and Prior HUMMER H3 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to add the 2009‐2011 model years and update the Warranty Information. Please discard Corporate Bulletin Number 99-09-40-005E (Section 09 Restraints). Important: DO NOT use belt extenders when securing a child restraint. The seat and shoulder belt restraint systems used in all General Motors vehicles have sufficient belt length to accommodate most drivers and passengers. Consequently, requests for belt extensions (extenders) should be minimal. Seat belt extenders are available ONLY IN BLACK for most GM passenger cars and trucks produced in recent years. They are available in two different lengths, 23 cm (9 in) and 38 cm (15 in). They are designed to be coupled with the existing belts in each vehicle. When in use, the extender makes the belt arrangement a "custom fit" and use by anyone else or in another vehicle will lessen or nullify the protection offered by the vehicle's restraint system. For this reason, it is extremely important that the correct length extender be used for the vehicle and occupant intended. Important: Do not use an extender just to make it easier to buckle the safety belt. Use an extender only when you cannot buckle the safety belt without using an extender. Parts Information For part numbers, usage and availability of extenders, see Extension Kit in Group 14.875 (cars) or Group 16.714 (trucks) of the appropriate parts catalog. Saturn retailers should refer to the appropriate model year Parts & Illustration catalog for the vehicle. U.S. Saab dealers should contact the Parts Help line. Canadian Saab dealers should fax requests to Partech Canada. Warranty Information ^ Seat belt extenders are a NO CHARGE item to all GM customers who request them for their specific vehicles. ^ Dealers should not be charging part costs since these extenders are supplied by GM to the dealers. ^ Dealers should not be charging labor costs since the extender can be customer installed. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Seat Belt Systems > Seat Belt Retractor > Component Information > Locations > Convertible Seat Belt Retractor: Locations Convertible LH Front Of Door (Convertible) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Seat Belt Systems > Seat Belt Retractor > Component Information > Locations > Convertible > Page 6639 LH Front Of Door (Convertible) RH Front Door (Convertible) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Seat Belt Systems > Seat Belt Retractor > Component Information > Locations > Convertible > Page 6640 RH Front Door (Convertible) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Seat Belt Systems > Seat Belt Retractor > Component Information > Locations > Convertible > Page 6641 Seat Belt Retractor: Locations Coupe LH Front Of Door (Coupe) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Seat Belt Systems > Seat Belt Retractor > Component Information > Locations > Convertible > Page 6642 LH Front Of Door (Coupe) RH Front Of Door (Coupe) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Seat Belt Systems > Seat Belt Retractor > Component Information > Locations > Convertible > Page 6643 RH Front Of Door (Coupe) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Seat Belt Systems > Seat Belt Retractor > Component Information > Locations > Convertible > Page 6644 Seat Belt Retractor: Locations Station Wagon and Sedan LH Front Door (Station Wagon Shown, Sedan Similar) LH Front Door (Station Wagon Shown, Sedan Similar) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Seat Belt Systems > Seat Belt Retractor > Component Information > Locations > Convertible > Page 6645 RH Front Door (Station Wagon Shown, Sedan Similar) RH Front Door (Station Wagon Shown, Sedan Similar) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Sensors and Switches - Restraint Systems > Discriminating Sensors and Arming Sensors <--> [Impact Sensor] > Component Information > Description and Operation Discriminating Sensors and Arming Sensors: Description and Operation DESCRIPTION The discriminating and arming sensors are used by the SIR system to determine whether or not certain frontal crashes require deployment of the air bags. OPERATION The sensor consists of a sensing element, normally open switch contacts and a diagnostic resistor. The sensing element closes the switch contacts when the vehicle velocity changes are severe enough to warrant air bag deployment. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Sensors and Switches - Restraint Systems > Discriminating Sensors and Arming Sensors <--> [Impact Sensor] > Component Information > Description and Operation > Page 6650 Discriminating Sensors and Arming Sensors: Service and Repair WARNING: The diagnostic energy reserve module or sensing and diagnostic module (DERM/SDM) can maintain enough voltage to cause air bag deployment for up to two minutes after the ignition switch is turned off and the battery is disconnected. Servicing the SIR system during this period may result in accidental deployment and personal injury. 1. Disarm system as described in Air Bag System Disarming & Arming. 2. Remove Connector Position Assurance (CPA), then disconnect sensor electrical connector. 3. Remove sensor attaching bolts, then the sensor from vehicle. 4. Reverse procedure to install, noting the following: a. Install sensor with arrow pointed toward front of vehicle. b. After completing installation, rearm system as described in Air Bag System Disarming & Arming. c. Turn ignition switch on and verify that the AIR BAG or SIR warning lamp flashes seven to nine times and then turns off. If lamp does not respond as specified, refer to System Diagnosis. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Sensors and Switches - Restraint Systems > Seat Belt Buckle Switch > Component Information > Locations Seat Belt Buckle Switch: Locations Seat Belt Switch is located at the Part of LH front Seat Belt Buckle Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Restraint Systems > Sensors and Switches - Restraint Systems > Seat Occupant Sensor > Component Information > Technical Service Bulletins > Restraints - Passenger Presence System Information Seat Occupant Sensor: Technical Service Bulletins Restraints - Passenger Presence System Information INFORMATION Bulletin No.: 06-08-50-009F Date: December 23, 2010 Subject: Information on Passenger Presence Sensing System (PPS or PSS) Concerns With Custom Upholstery, Accessory Seat Heaters or Other Comfort Enhancing Devices Models: 2011 and Prior GM Passenger Cars and Trucks Equipped with Passenger Presence Sensing System Supercede: This bulletin is being revised to update the model years. Please discard Corporate Bulletin Number 06-08-50-009E (Section 08 - Body and Accessories). Concerns About Safety and Alterations to the Front Passenger Seat Important ON A GM VEHICLE EQUIPPED WITH A PASSENGER SENSING SYSTEM, USE THE SEAT COVERS AND OTHER SEAT-RELATED EQUIPMENT AS RELEASED BY GM FOR THAT VEHICLE. DO NOT ALTER THE SEAT COVERS OR SEAT-RELATED EQUIPMENT. ANY ALTERATIONS TO SEAT COVERS OR GM ACCESSORIES DEFEATS THE INTENDED DESIGN OF THE SYSTEM. GM WILL NOT BE LIABLE FOR ANY PROBLEMS CAUSED BY USE OF SUCH IMPROPER SEAT ALTERATIONS, INCLUDING ANY WARRANTY REPAIRS INCURRED. The front passenger seat in many GM vehicles is equipped with a passenger sensing system that will turn off the right front passenger's frontal airbag under certain conditions, such as when an infant or child seat is present. In some vehicles, the passenger sensing system will also turn off the right front passenger's seat mounted side impact airbag. For the system to function properly, sensors are used in the seat to detect the presence of a properly-seated occupant. The passenger sensing system may not operate properly if the original seat trim is replaced (1) by non-GM covers, upholstery or trim, or (2) by GM covers, upholstery or trim designed for a different vehicle or (3) by GM covers, upholstery or trim that has been altered by a trim shop, or (4) if any object, such as an aftermarket seat heater or a comfort enhancing pad or device is installed under the seat fabric or between the occupant and the seat fabric. Aftermarket Seat Heaters, Custom Upholstery, and Comfort Enhancing Pads or Devices Important ON A GM VEHICLE EQUIPPED WITH A PASSENGER SENSING SYSTEM, USE ONLY SEAT COVERS AND OTHER SEAT-RELATED EQUIPMENT RELEASED AS GM ACCESSORIES FOR THAT VEHICLE. DO NOT USE ANY OTHER TYPE OF SEAT COVERS OR SEAT-RELATED EQUIPMENT, OR GM ACCESSORIES RELEASED FOR OTHER VEHICLE APPLICATIONS. GM WILL NOT BE LIABLE FOR ANY PROBLEMS CAUSED BY USE OF SUCH IMPROPER SEAT ACCESSORIES, INCLUDING ANY WARRANTY REPAIRS MADE NECESSARY BY SUCH USE. Many types of aftermarket accessories are available to customers, upfitting shops, and dealers. Some of these devices sit on top of, or are Velcro(R) strapped to the seat while others such as seat heaters are installed under the seat fabric. Additionally, seat covers made of leather or other materials may have different padding thickness installed that could prevent the Passenger Sensing System from functioning properly. Never alter the vehicle seats. Never add pads or other devices to the seat cushion, as this may interfere with the operation of the Passenger Sensing System and either prevent proper deployment of the passenger airbag or prevent proper suppression of the passenger air bag. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Antenna > Antenna Mast > Component Information > Technical Service Bulletins > Power Antenna Mast - Replacement Antenna Mast: Technical Service Bulletins Power Antenna Mast - Replacement Group Ref.: Accessories Bulletin No.: 439604 Date: April, 1994 SUBJECT: POWER ANTENNA MAST REPLACEMENT MODELS: 1991-94 PASSENGER CARS (EXCEPT GEO) On most GM vehicles with a power antenna option, it is not necessary to replace the entire power antenna assembly if the mast becomes damaged. The mast can be ordered separately (see the GMSPO Parts Catalog for specific applications). Mast installation instructions are included with the service package. WARRANTY INFORMATION: For vehicles repaired under warranty, use: Labor Operation: R0420 Use published labor operation time. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Antitheft and Alarm Systems > Remote Keyless Entry <--> [Keyless Entry] > Keyless Entry Transmitter > Component Information > Technical Service Bulletins > Tools Keyless Entry Transmitter Tester Keyless Entry Transmitter: Technical Service Bulletins Tools - Keyless Entry Transmitter Tester File In Section: 9 - Accessories Bulletin No.: 83-90-12 Date: August, 1998 INFORMATION Subject: Essential Tool J 43241 Remote Keyless Entry and Passive Keyless Entry Transmitter Tester Models: 1990-99 Passenger Cars and Trucks with Remote Keyless Entry or Passive Keyless Entry Systems A new essential tool, J 43241 Remote Keyless Entry Transmitter Tester, has been sent to all GM Dealers. This tester can be used on all RKE and PKE systems, on past as well as current models. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Antitheft and Alarm Systems > Remote Keyless Entry <--> [Keyless Entry] > Keyless Entry Transmitter > Component Information > Technical Service Bulletins > Tools Keyless Entry Transmitter Tester > Page 6670 Important: Before using the tester and the diagnostic chart, the following two steps must be performed. 1. Verify that the keyless entry transmitter is the correct model for the vehicle remote system. An incorrect model transmitter may pass this test, but may not activate the vehicle remote system. The correct transmitter can usually be identified by part number. 2. Ensure that the transmitter is synchronized with the vehicle (if applicable). Refer to Transmitter Synchronization in the appropriate Service Manual. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Antitheft and Alarm Systems > Security Lamp/Indicator > Component Information > Description and Operation Security Lamp/Indicator: Description and Operation The security indicator is controlled by the theft deterrent module. The module will turn the SECURITY lamp on for about five seconds during engine start-up for a bulb check. A solid (not flashing) SECURITY indicator is illuminated if the theft deterrent module enters shut down mode thus preventing the vehicle from starting. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Cellular Phone > Component Information > Technical Service Bulletins > Radio Telephone/Mobile Radio - Install/Troubleshooting Technical Service Bulletin # 83-96-05 Date: 980701 Radio Telephone/Mobile Radio - Install/Troubleshooting File In Section: 9 - Accessories Bulletin No.: 83-96-05 Date: July, 1998 Subject: Radio Telephone/Mobile Radio (Transceiver) Installation and Troubleshooting Guidelines Models: 1990-99 Passenger Cars and Trucks This bulletin cancels and supercedes bulletin 34-92-12. Please discard Corporate Bulletin Number 34-92-12 (Section 9 - Accessories). The following information is being provided to assist in the installation and troubleshooting of Radio Telephone/Mobile Radios. Certain radio telephones or land mobile radios (also known as Radio Transceivers), or the way in which they are installed, may adversely affect various vehicle operations such as engine performance, driver information, entertainment and electrical systems. Expenses incurred to protect the vehicle systems from any adverse effect of any such installation are NOT the responsibility of General Motors Corporation. The following are general guidelines for installing a radio transceiver in General Motors vehicles. These guidelines are intended to supplement, but not to be used in place of, detailed instructions which are the sole responsibility of the manufacturer of the involved radio transceiver. Although this document refers to passenger vehicles, the same general guidelines apply to trucks. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Cellular Phone > Component Information > Technical Service Bulletins > Radio Telephone/Mobile Radio - Install/Troubleshooting > Page 6678 EMC TROUBLESHOOTING CHART 1. Transceiver Location Refer to the attached figures during installation. 1. Transceiver Location Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Cellular Phone > Component Information > Technical Service Bulletins > Radio Telephone/Mobile Radio - Install/Troubleshooting > Page 6679 a. One piece transceivers should be mounted under the dash, or on the transmission hump where they will not interfere with vehicle controls or passenger movement (See Figure 1 - One Piece Transceiver Installation). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Cellular Phone > Component Information > Technical Service Bulletins > Radio Telephone/Mobile Radio - Install/Troubleshooting > Page 6680 b. Locate the transceiver for remote radios on the driver's side of trunk as near to the vehicle body side as possible (See Figure 2 - Trunk Mount Transceiver Installation). Caution: To avoid possible serious injury, do not mount any transceivers, microphones, speakers, or any other item In the deployment path of a Supplemental Inflatable Restraint (SIR) or "Air Bag". 2. Antenna Installation a. Each vehicle model reacts to radio frequency energy differently. It is suggested that a magnetic-mount antenna be used to check the proposed antenna location for unwanted effects on the vehicle. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Cellular Phone > Component Information > Technical Service Bulletins > Radio Telephone/Mobile Radio - Install/Troubleshooting > Page 6681 Antenna location is a major factor in these effects. b. The antenna should be a permanent-mount type, located in the center of the roof or center of the rear deck lid. If a magnet-mount antenna is used, care should be taken to mount the antenna in the same location as a permanent-mount type. If a disguise-mount antenna is used, great care should be taken to shield (using copper tape, etc.) any tuning network from vehicle electronics and wiring, or mount the tuning network in an area completely clear (6 inches or 15 cm away) of vehicle electronics and wiring. c. Standard metal mount antennas may be mounted on a vehicle with non-metallic body panels by two methods: 1. Mount the antenna near a metal frame section and bond the antenna mount to the frame with a short metal strap, which will provide the ground plane connection. 2. Some antenna manufacturers may offer "Ground Plane Kits" that consist of self adhesive metal foil that may be attached to the body panel to provide a ground plane connection. d. Glass Mount Antennas Glass mounted antennas should be kept as high as possible in the center of the rear window or windshield, between rear window defrost "grid lines", if present. Some vehicles use glass that contains a thin metallic layer for defrosting, or to control solar gain. GLASS MOUNT ANTENNAS WILL NOT FUNCTION WHEN MOUNTED ON THIS TYPE OF GLASS. 3. Antenna Cable Routing a. Always use high quality coax cable (95% shield coverage minimum), located away (at least 6 inches or 15 cm) from ECM's, PCM's and other electronic modules. b. Care should be taken to maintain as great a distance as possible between any vehicle wiring and coax cable. 4. Antenna Tuning It is important that the antenna be tuned properly and that reflected power be kept to less than 10% (VSWR less than 2:1) at all operating frequencies. Important: High VSWR has been shown to contribute/cause interference problems with vehicle systems. 5. Radio Wiring and Power Lead Connection Locations a. Methods to connect radio power on General Motors vehicles is dependent on the vehicle model (See Figure 1 - One Piece Transceiver Installation or Figure 2 - Trunk Mount Transceiver Installation as needed). Do not connect the negative power lead to any under-dash termination point. One of the following four methods is suggested: 1. Connect the positive and negative power leads directly to the battery terminals. GM approved methods of connecting auxiliary wiring include the adapter package illustrated in Figure 4 - Power Cable Battery Connections. Important: It is recommended that a fuse be placed in the transceiver negative power lead. This is to prevent possible transceiver damage in the event the battery to engine block ground lead is inadvertently disconnected. 2. Connect the positive lead to the auxiliary power terminal (usually identified by a red plastic cover in the underhood area). Connect the negative lead directly to the negative battery terminal. Important: See above important statement regarding fusing the negative power lead. 3. Connect the positive lead to the auxiliary power terminal (usually identified by a red plastic cover in the underhood area). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Cellular Phone > Component Information > Technical Service Bulletins > Radio Telephone/Mobile Radio - Install/Troubleshooting > Page 6682 Connect the negative lead to the battery body connection point (usually identified by a short # 10 AWG or larger wire running from the negative battery terminal to the body of the vehicle). Important: See above important statement regarding fusing the negative power lead. 4. Connect the positive and negative leads to the Special Equipment Option (SEO) wiring provided for this purpose (if vehicle has this option). b. For One Piece Transceivers (See Figure 1 - One Piece Transceiver Installation) When ignition switch control is desired, and no SEO wiring exists, a 12 volt power contactor must be installed in the transceiver positive power lead (See Figure 3 - Power Contactor Wiring). The contactor (supplied by the installer) should be located near a proper 12 volt feed source. One lead of the contactor coil should be connected through an appropriate in-line fuse to an available accessory circuit or ignition circuit not Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Cellular Phone > Component Information > Technical Service Bulletins > Radio Telephone/Mobile Radio - Install/Troubleshooting > Page 6683 powered during engine cranking. The return lead of the contactor coil must return to a proper fused negative point. c. Handset or Control Units 1. Any negative power lead from a handset or control unit must return to a properly fused negative connection point. 2. It is preferable that the positive power lead for a handset, or control unit, be connected directly to a properly fused positive power feed point. If ignition switch control is desired, the handset or control unit positive power lead may be connected through an appropriate in-line fuse to an available accessory circuit (or ignition circuit not powered during engine cranking). 3. It is recommended that the handset or control unit positive and negative power leads be appropriately fused separately from the transceiver positive and negative power leads. d. Multiple Transceivers or Receivers If multiple transceivers or receivers are to be installed in the vehicle, power leads to the trunk or under the dash should be connected to covered, insulated terminal strips. All transceivers or receivers may then have their power leads connected to the insulated terminal strips. This makes a neater installation and reduces the number of wires running to the vehicle underhood area. Both positive and negative power leads should be fused. 6. Radio Wire Routing (See Figure 1 - One Piece Transceiver Installation, or Figure 2 - Trunk Mount Transceiver Installation as needed). a. The power leads (fused) should be brought through a grommeted hole (provided by the installer) in the front cowl. For trunk mounted transceivers, the cables should continue on along the driver's side door sills, under the rear seat and into the trunk through a rear bulkhead. Maintain as great a distance as possible between radio power leads and vehicle electronic modules and wiring. b. If the radio power leads need to cross the engine compartment, they should cross between the engine and the front of the vehicle. Troubleshooting Refer to the Troubleshooting Chart as needed. 1. Most vehicle-radio interaction is avoided by following the Installation Guidelines outlined above. 2. If vehicle-radio interaction is evident following radio installation, the source of the problem should be determined prior to further vehicle/radio operation. The EMC Troubleshooting Chart should help in determining the source of the vehicle-radio interaction. Parts Information P/N Description 1846855 Adapter Kit, Side Terminal Battery (consisting of Adapter Terminal, Terminal Cover, Wire Connector, Insulation Boot) 12004188 Bolt, Battery Cable Terminal 12354951 Spacer, Battery Cable Terminal Parts are currently available from GMSPO. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Technical Service Bulletins > Customer Interest for Compact Disc Player (CD): > 649601 > Jan > 97 > Compact Disc Players - CD Changer Loading Procedures Compact Disc Player (CD): Customer Interest Compact Disc Players - CD Changer Loading Procedures File In Section: 9 - Accessories Bulletin No.: 64-96-01 Date: January, 1997 INFORMATION Subject: Compact Disc Players - Procedures for Correct Use and Maintenance Models: 1997 and Prior Passenger Cars and Trucks CD Changer Loading Procedures Because of differences in CD changer loading procedures, some confusion exists regarding this issue. Although correct loading procedures are included with each changer's Owner's Manual, often this information is not available to the dealer service personnel. Verify proper loading when evaluating customer concerns of "CD inoperative". Delco Electronics Product Type Loading Procedure Radio w/intergral CD label side up 6 disc changer (LLAI) label side up 10 disc changer (FMI) label side up 12 disc changer (LLAI) label side down Important: Failure to load magazine/player correctly will disable the operation. Important: Only the 12 disc changer is to be loaded with the label side down. CD Cleaners Avoid use of commercially available CD cleaners. The use of CD cleaners is not recommended and can damage the player's CD mechanism. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Compact Disc Player (CD): > 649601 > Jan > 97 > Compact Disc Players - CD Changer Loading Procedures Compact Disc Player (CD): All Technical Service Bulletins Compact Disc Players - CD Changer Loading Procedures File In Section: 9 - Accessories Bulletin No.: 64-96-01 Date: January, 1997 INFORMATION Subject: Compact Disc Players - Procedures for Correct Use and Maintenance Models: 1997 and Prior Passenger Cars and Trucks CD Changer Loading Procedures Because of differences in CD changer loading procedures, some confusion exists regarding this issue. Although correct loading procedures are included with each changer's Owner's Manual, often this information is not available to the dealer service personnel. Verify proper loading when evaluating customer concerns of "CD inoperative". Delco Electronics Product Type Loading Procedure Radio w/intergral CD label side up 6 disc changer (LLAI) label side up 10 disc changer (FMI) label side up 12 disc changer (LLAI) label side down Important: Failure to load magazine/player correctly will disable the operation. Important: Only the 12 disc changer is to be loaded with the label side down. CD Cleaners Avoid use of commercially available CD cleaners. The use of CD cleaners is not recommended and can damage the player's CD mechanism. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions Compact Disc Player (CD): Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 6700 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 6701 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 6702 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 6703 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 6704 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 6705 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 6706 Compact Disc Player (CD): Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 6707 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 6708 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 6709 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 6710 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 6711 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 6712 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 6713 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 6714 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 6715 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 6716 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 6717 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 6718 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 6719 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 6720 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 6721 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 6722 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 6723 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 6724 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 6725 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 6726 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 6727 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 6728 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 6729 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 6730 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Compact Disc Player (CD) > Component Information > Diagrams > Diagram Information and Instructions > Page 6731 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Audio - Procedure To Handle Customer Radio Concerns Radio/Stereo: Technical Service Bulletins Audio - Procedure To Handle Customer Radio Concerns File In Section: 9 - Accessories Bulletin No.: 68-96-O1A Date: October, 1996 INFORMATION Subject: Procedure to Handle Customer Radio Concerns Models: 1997 and Prior Passenger Cars and Trucks This bulletin is being revised to change the Sales Center Information to Service Center Information. Please discard Corporate Bulletin Number 68-96-01 (Section 9 - Accessories). Many of the radios being returned to the Delco Electronics remanufacturing centers have been misdiagnosed. This misdiagnosis results in unnecessary customer comebacks, decreased customer satisfaction and reduces the availability of exchange radios. To resolve these issues, the following information was developed to give General Motors' dealers a common service process to handle customer audio system concerns. When a customer either calls or comes in with a concern about the radio system in their vehicle, it is important that as much information as possible is gathered. This process begins with the Service Consultant asking the customer specific questions related to their vehicle as outlined on the Service Writer/Customer Check list. Once the Service Consultant has completed the diagnostic worksheet, it should be attached to the customer repair order for the technician. This worksheet should help the technician determine if the concern is vehicle related or radio related. Two excellent service manuals are also available for this purpose and are available from General Motors at the address shown below. A service bulletin, 34-92-12, Radio Frequency Interference Diagnosis, is also available as is assistance from the Divisional Technical Assistance Centers. Mascotech Mktg. Service 1972 Brown Road Auburn Hills, ML 48326 1-800-393-4831 Delco Electronics Sound Service Audio Systems Diagnostic Guide P/N 19007.03-1A @ $10.00 per manual STG Audio Systems Training manual P/N 19007.03-2 @ $15.00 per manual Repairs to the vehicle or the audio system can usually be done very quickly and the vehicle returned to the customer that day. If the diagnosis indicates that the radio needs to be replaced, remove the radio from the vehicle and order an exchange radio from your local AC Delco radio exchange center. There are 28 approved AC Delco exchange centers nationally (listing attached). If your local exchange center does not have the required exchange radio, it is important that you contact the AC Delco locator service. This service can be found on the Service Parts TRACS system 1-800-433-6961, prompt 4. It will be necessary to request overnight shipping so that the owner's vehicle is retained at your dealership for only one night. If the vehicle is kept overnight and it is a warranty repair, the customer should be offered courtesy transportation or alternate transportation. Please do not return the vehicle with the suspect radio installed or without a radio. Many of our vehicles today use a multiplex wiring system and the vehicle will not run correctly without a radio. When you receive the exchange radio, please return the removed radio to the AC Delco Exchange Center within 24 hours (please enclose the diagnostic worksheet that the Service Consultant and the Technician used with the removed radio along with the 1078 form). This will help the AC Delco Exchange Center. In the event you know the vehicle will need a radio before the customer brings the vehicle in, every effort should be made to have a pre-exchanged radio available. A radio identification list is attached to help you select the correct radio. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Audio - Procedure To Handle Customer Radio Concerns > Page 6736 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Audio - Procedure To Handle Customer Radio Concerns > Page 6737 AC Delco AUTHORIZED ELECTRONIC SERVICE CENTERS Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Audio - Procedure To Handle Customer Radio Concerns > Page 6738 Duplicate form for your convenience SERVICE WRITER/CUSTOMER CHECK LIST Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Audio - Procedure To Handle Customer Radio Concerns > Page 6739 RECEPTION/NOISE CONCERN: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Audio - Procedure To Handle Customer Radio Concerns > Page 6740 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Audio - Procedure To Handle Customer Radio Concerns > Page 6741 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Audio - Procedure To Handle Customer Radio Concerns > Page 6742 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Audio - Procedure To Handle Customer Radio Concerns > Page 6743 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Audio - Procedure To Handle Customer Radio Concerns > Page 6744 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Audio - Procedure To Handle Customer Radio Concerns > Page 6745 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Technical Service Bulletins > Audio - Procedure To Handle Customer Radio Concerns > Page 6746 1997 APPLICATIONS Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Locations > Connector Locations A-Center Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Locations > Connector Locations > Page 6749 Radio/Stereo: Ground Locations LH Rear Of Engine Compartment LH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions Radio/Stereo: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 6752 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 6753 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 6754 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 6755 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 6756 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 6757 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 6758 Radio/Stereo: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 6759 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 6760 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 6761 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 6762 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 6763 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 6764 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 6765 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 6766 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 6767 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 6768 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 6769 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 6770 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 6771 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 6772 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 6773 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 6774 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 6775 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 6776 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 6777 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 6778 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 6779 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 6780 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 6781 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 6782 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 6783 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Radio/Stereo > Component Information > Diagrams > Diagram Information and Instructions > Page 6784 Radio/Stereo: Connector Views Harness Connector Faces: Radio Harness Connector Faces: Radio (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Locations > LF Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Locations > LF > Page 6789 Tailgate (Station Wagon) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Locations > LF > Page 6790 Tailgate (Station Wagon) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions Speaker: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 6793 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 6794 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 6795 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 6796 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 6797 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 6798 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 6799 Speaker: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 6800 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 6801 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 6802 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 6803 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 6804 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 6805 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 6806 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 6807 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 6808 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 6809 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 6810 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 6811 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 6812 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 6813 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 6814 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 6815 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 6816 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 6817 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 6818 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 6819 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 6820 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 6821 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 6822 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 6823 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Speaker > Component Information > Diagrams > Diagram Information and Instructions > Page 6824 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions Tape Player: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 6829 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 6830 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 6831 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 6832 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 6833 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 6834 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 6835 Tape Player: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 6836 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 6837 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 6838 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 6839 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 6840 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 6841 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 6842 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 6843 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 6844 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 6845 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 6846 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 6847 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 6848 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 6849 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 6850 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 6851 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 6852 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 6853 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 6854 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 6855 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 6856 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 6857 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 6858 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 6859 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Radio, Stereo, and Compact Disc > Tape Player > Component Information > Diagrams > Diagram Information and Instructions > Page 6860 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > Customer Interest for Relay Module: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules Relay Module: Customer Interest Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > Customer Interest for Relay Module: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 6870 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > Customer Interest for Relay Module: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 6871 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > Customer Interest for Relay Module: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 6872 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Relay Module: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules Relay Module: All Technical Service Bulletins Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Relay Module: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 6878 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Relay Module: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 6879 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Relay Module: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 6880 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > Customer Interest for Relay Module: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules Relay Module: Customer Interest Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > Customer Interest for Relay Module: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 6889 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > Customer Interest for Relay Module: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 6890 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > Customer Interest for Relay Module: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 6891 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Relay Module: > 09-06-03-004D > Dec > 10 > Electrical MIL ON/DTC's Set By Various Control Modules Relay Module: All Technical Service Bulletins Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Relay Module: > 09-06-03-004D > Dec > 10 > Electrical MIL ON/DTC's Set By Various Control Modules > Page 6897 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Relay Module: > 09-06-03-004D > Dec > 10 > Electrical MIL ON/DTC's Set By Various Control Modules > Page 6898 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Relay Module: > 09-06-03-004D > Dec > 10 > Electrical MIL ON/DTC's Set By Various Control Modules > Page 6899 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Bumper > Front Bumper > Front Bumper Cover / Fascia > System Information > Technical Service Bulletins > Body - TPO Fascia Cleaning Prior to Painting Front Bumper Cover / Fascia: Technical Service Bulletins Body - TPO Fascia Cleaning Prior to Painting INFORMATION Bulletin No.: 08-08-51-002 Date: March 12, 2008 Subject: New Primer For TPO Fascias and Affected Cleaning Process of Painting Operation Models: 2009 and Prior Passenger Cars and Trucks 2009 and Prior HUMMER H2, H3 The purpose of this bulletin is to inform the technician that General Motors has made a change in the primer it uses for TPO plastic for service parts. This new primer comes in several different colors from five different suppliers. This change affects the cleaning process of the painting operation. The new process is as follows. 1. Wash with soap and water. 2. Clean with a 50% mix of isopropyl alcohol and water (or a waterborne cleaner). Check with your paint supplier for product recommendations. 3. Scuff sand per your paint suppliers recommendations. Note: The use of a solvent-type cleaner will soften, or begin to dissolve the primer. Base coats do not have any affect on this primer. 4. Reclean with a 50% mix of isopropyl alcohol and water (or a waterborne cleaner). All fascias, with the exception of the Corvette, Camaro, and Cadillac XLR, are made of TPO. You may find other TPO parts with this primer. If the technician has a question as to the type of plastic they are painting, inspect the back of the part for the plastic symbol (TPO). Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Bumper > Front Bumper > Front Bumper Reinforcement > System Information > Technical Service Bulletins > Body - Polypropylene Energy Absorber Replacement Front Bumper Reinforcement: Technical Service Bulletins Body - Polypropylene Energy Absorber Replacement Bulletin No.: 07-08-63-001 Date: April 17, 2007 INFORMATION Subject: Information on Repair of Polypropylene Energy Absorbers Models: 2007 and Prior GM Passenger Cars and Trucks (including Saturn) 2007 and Prior HUMMER H2, H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to change the repair information. Please discard Corporate Bulletin Number 63-20-02 (Section 8 - Body and Accessories). Because the energy absorbers are relatively low in cost to replace, it is now more cost efficient to replace the energy absorbers whenever they are damaged. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Bumper > Front Bumper > Front Bumper Shock Absorber > System Information > Technical Service Bulletins > Polypropylene Foam Energy Absorbers - Repair Front Bumper Shock Absorber: Technical Service Bulletins Polypropylene Foam Energy Absorbers - Repair File In Section: 10 - Body Bulletin No.: 63-20-02 Date: September, 1996 INFORMATION Subject: Repair of Polypropylene Foam Energy Absorbers Models: 1997 and Prior Passenger Cars Using Polypropylene Foam Energy Absorbers Some General Motors vehicles use a formed piece of Polypropylene foam as energy absorbers behind fascias. These energy absorbers (EA) are designed to offer a measure of safety in the event of a collision and have been engineered to withstand slight impacts (5 mph or less) with little or no damage. However, in some instances, the EA may crack or even break. The following information has been developed to offer an alternative to low impact EA replacements. The foam EA can be identified in most cases by the symbol "PP" molded into the surface. Following the procedure will allow the technician to repair an EA and return the vehicle to the original crashworthiness state. Polypropylene Foam EA Repair Procedure 1. If cracked or broken, make sure all the pieces of the EA are available for the repair. Important: If pieces of the EA are missing, the EA must be replaced. 2. Clean the areas to be bonded by brushing off any loose dirt or using soap and water, if necessary. Notice: DO NOT USE SOLVENTS TO CLEAN POLYPROPYLENE EA. The use of solvents may result in damage to the EA. 3. Using a 3M POLYGUN TC HOT MELT APPLICATOR GUN* and 3M JETMELT ADHESIVE # 3764*, apply adhesive to the parts by following the instructions for the applicator gun. Ensure complete wet out of the adhesive on the repair surfaces during reassembly of the EA. Important: The adhesive has a 40 second "work time" and requires a 2 minute "clamp time". Allow 20 minutes for the adhesive to fully cure. The "3M Polygun TC Hotmelt Applicator Gun" and "3M Jetmelt Adhesive # 3764" can be obtained by calling DIRECTECH at 1-800-877-9344 or 612-941-2616. * We believe this source and their products to be reliable. There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any such items which may be available from other sources. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Bumper > Rear Bumper > Rear Bumper Cover / Fascia > System Information > Technical Service Bulletins > Body - TPO Fascia Cleaning Prior to Painting Rear Bumper Cover / Fascia: Technical Service Bulletins Body - TPO Fascia Cleaning Prior to Painting INFORMATION Bulletin No.: 08-08-51-002 Date: March 12, 2008 Subject: New Primer For TPO Fascias and Affected Cleaning Process of Painting Operation Models: 2009 and Prior Passenger Cars and Trucks 2009 and Prior HUMMER H2, H3 The purpose of this bulletin is to inform the technician that General Motors has made a change in the primer it uses for TPO plastic for service parts. This new primer comes in several different colors from five different suppliers. This change affects the cleaning process of the painting operation. The new process is as follows. 1. Wash with soap and water. 2. Clean with a 50% mix of isopropyl alcohol and water (or a waterborne cleaner). Check with your paint supplier for product recommendations. 3. Scuff sand per your paint suppliers recommendations. Note: The use of a solvent-type cleaner will soften, or begin to dissolve the primer. Base coats do not have any affect on this primer. 4. Reclean with a 50% mix of isopropyl alcohol and water (or a waterborne cleaner). All fascias, with the exception of the Corvette, Camaro, and Cadillac XLR, are made of TPO. You may find other TPO parts with this primer. If the technician has a question as to the type of plastic they are painting, inspect the back of the part for the plastic symbol (TPO). Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Bumper > Rear Bumper > Rear Bumper Reinforcement > System Information > Technical Service Bulletins > Body - Polypropylene Energy Absorber Replacement Rear Bumper Reinforcement: Technical Service Bulletins Body - Polypropylene Energy Absorber Replacement Bulletin No.: 07-08-63-001 Date: April 17, 2007 INFORMATION Subject: Information on Repair of Polypropylene Energy Absorbers Models: 2007 and Prior GM Passenger Cars and Trucks (including Saturn) 2007 and Prior HUMMER H2, H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to change the repair information. Please discard Corporate Bulletin Number 63-20-02 (Section 8 - Body and Accessories). Because the energy absorbers are relatively low in cost to replace, it is now more cost efficient to replace the energy absorbers whenever they are damaged. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Bumper > Rear Bumper > Rear Bumper Shock Absorber > System Information > Technical Service Bulletins > Polypropylene Foam Energy Absorbers - Repair Rear Bumper Shock Absorber: Technical Service Bulletins Polypropylene Foam Energy Absorbers - Repair File In Section: 10 - Body Bulletin No.: 63-20-02 Date: September, 1996 INFORMATION Subject: Repair of Polypropylene Foam Energy Absorbers Models: 1997 and Prior Passenger Cars Using Polypropylene Foam Energy Absorbers Some General Motors vehicles use a formed piece of Polypropylene foam as energy absorbers behind fascias. These energy absorbers (EA) are designed to offer a measure of safety in the event of a collision and have been engineered to withstand slight impacts (5 mph or less) with little or no damage. However, in some instances, the EA may crack or even break. The following information has been developed to offer an alternative to low impact EA replacements. The foam EA can be identified in most cases by the symbol "PP" molded into the surface. Following the procedure will allow the technician to repair an EA and return the vehicle to the original crashworthiness state. Polypropylene Foam EA Repair Procedure 1. If cracked or broken, make sure all the pieces of the EA are available for the repair. Important: If pieces of the EA are missing, the EA must be replaced. 2. Clean the areas to be bonded by brushing off any loose dirt or using soap and water, if necessary. Notice: DO NOT USE SOLVENTS TO CLEAN POLYPROPYLENE EA. The use of solvents may result in damage to the EA. 3. Using a 3M POLYGUN TC HOT MELT APPLICATOR GUN* and 3M JETMELT ADHESIVE # 3764*, apply adhesive to the parts by following the instructions for the applicator gun. Ensure complete wet out of the adhesive on the repair surfaces during reassembly of the EA. Important: The adhesive has a 40 second "work time" and requires a 2 minute "clamp time". Allow 20 minutes for the adhesive to fully cure. The "3M Polygun TC Hotmelt Applicator Gun" and "3M Jetmelt Adhesive # 3764" can be obtained by calling DIRECTECH at 1-800-877-9344 or 612-941-2616. * We believe this source and their products to be reliable. There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any such items which may be available from other sources. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Doors > Front Door > Front Door Handle > Front Door Handle Switch > System Information > Locations > LH Front Front Door Handle Switch: Locations LH Front LH Front Door Handle Switch is located In LH Front Door Latch Assembly Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Doors > Front Door > Front Door Handle > Front Door Handle Switch > System Information > Locations > LH Front > Page 6936 Front Door Handle Switch: Locations RH Front RH Front Door Handle Switch is located In RH Front Door Latch Assembly Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Doors > Front Door > Front Door Window Glass > System Information > Technical Service Bulletins > Body - Vehicle Glass Distortion Information Front Door Window Glass: Technical Service Bulletins Body - Vehicle Glass Distortion Information INFORMATION Bulletin No.: 00-08-48-005D Date: September 10, 2010 Subject: Distortion in Outer Surface of Vehicle Glass Models: 2011 and Prior GM Passenger Cars and Trucks 2009 and Prior HUMMER H2 2010 and Prior HUMMER H3 2005-2009 Saab 9-7X 2010 and Prior Saturn Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 00-08-48-005C (Section 08 - Body and Accessories). Distortion in the outer surface of the windshield glass, door glass or backlite glass may appear after the vehicle has: - Accumulated some mileage. - Been frequently washed in automatic car washes, particularly "touchless" car washes. This distortion may look like a subtle orange peel pattern, or may look like a drip or sag etched into the surface of the glass. Some car wash solutions contain a buffered solution of hydrofluoric acid which is used to clean the glass. This should not cause a problem if used in the correct concentration. However, if not used correctly, hydrofluoric acid will attack the glass, and over time, will cause visual distortion in the outer surface of the glass which cannot be removed by scraping or polishing. If this condition is suspected, look at the area of the windshield under the wipers or below the belt seal on the side glass. The area of the glass below the wipers or belt seal will not be affected and what looks like a drip or sag may be apparent at the edge of the wiper or belt seal. You may also see a line on the glass where the wiper blade or the belt seal contacts the glass. Important The repair will require replacing the affected glass and is not a result of a defect in material or workmanship. Therefore, is not covered by New Vehicle Warranty. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Doors > Front Door > Front Door Window Glass > System Information > Technical Service Bulletins > Body - Vehicle Glass Distortion Information > Page 6941 Front Door Window Glass: Technical Service Bulletins Body - Side Window Chipping Information INFORMATION Bulletin No.: 06-08-64-001B Date: October 20, 2009 Subject: Information on Side Door Window Glass Chipping Caused by Hanging Vehicle Key Lock Box Models: 2010 and Prior Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add vehicles and model years and to include all types of door window glass. Please discard Corporate Bulletin Number 06-08-64-001A (Section 08 - Body & Accessories). - In several warranty parts review cases, side door window glass was observed with a chip or chips on the top side of the window glass. Dealer contacts confirmed that they use a vehicle key lock box on the front side door window glass. - A random selection of side door glass returns will be conducted to confirm adherence. If a side door glass is discovered with a chip or chips in the location previously described, the side door glass will be returned to the dealership for debit. Example of Side Door Glass - DO NOT place a vehicle key lock box on a side door window glass. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Doors > Front Door > Front Door Window Glass > System Information > Technical Service Bulletins > Body - Vehicle Glass Distortion Information > Page 6942 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Hood > Component Information > Locations LH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Trunk / Liftgate > Trunk / Liftgate Latch > Component Information > Technical Service Bulletins > Trap Resistant Trunk Kit - Function/Installation Trunk / Liftgate Latch: Technical Service Bulletins Trap Resistant Trunk Kit - Function/Installation File In Section: 08 - Body and Accessories Bulletin No.: 99-08-66-002A Date: January, 2000 Subject: Trap Resistant Rear Compartment (Trunk) Kit Models: 1990-2000 Passenger Cars with Rear Compartments Except: 1990-1991 Buick Reatta 2000 Buick LeSabre 1990-1993 Cadillac Allante, Fleetwood Brougham 1997-2000 Cadillac Seville 2000 Cadillac Deville 1990 Chevrolet Caprice 1990-1991 Chevrolet Cavalier 1990-1996 Chevrolet Beretta 1990-2000 Chevrolet Metro, Prizm 1998-2000 Chevrolet Corvette 2000 Chevrolet Impala 1990-1992 Oldsmobile Toronado/Trofeo 1990-1991 Pontiac Sunbird 1990-1993 Pontiac LeMans 2000 Pontiac Bonneville This bulletin is being revised to add additional models and new part numbers. Please discard Corporate Bulletin Number 99-O8-66-002 (Section 08 - Body and Accessories). The purpose of this bulletin is to inform dealership personnel about the Trap Resistant Rear Compartment (Trunk) Kit, including the system function, necessary vehicle modifications and part numbers required to install the kit. The Trap Resistant Rear Compartment kit is composed of three main system components; one of which (the Rear Seat Tether), may or may not be needed, depending on the vehicle being retrofit. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Trunk / Liftgate > Trunk / Liftgate Latch > Component Information > Technical Service Bulletins > Trap Resistant Trunk Kit - Function/Installation > Page 6951 The first component of the kit is the illuminated Interior Release Handle (1). The Release Handle is mounted inside the rear compartment to the deck lid. This handle was designed so that a small child trapped in the rear compartment could use it to open the deck lid. The handle operates the deck lid latch mechanically, but is illuminated with two LED's when the deck lid is closed. The handle remains illuminated for a period of about one hour after the deck lid is closed. The LED's create a small parasitic load that will not drain the vehicle battery with normal usage. The second component of the kit is the Trap Resistant Latch (2). the Trap Resistant Latch is a modified deck lid latch designed to help prevent a child from unintentionally closing and latching the deck lid. The Trap Resistant Latch opens the rear compartment normally through all current means (key, RKE or passenger compartment release) but cannot be re-latched without the user performing a reset function. This reset function consists of pushing up on a small knob (3), while simultaneously pushing a slide mechanism to the right (4). Once the slide mechanism is fully pushed over, the small knob can be released. This function is a simple on-hand operation for an adult, but is difficult for a young child to perform. If the latch is not enabled, the deck lid will not latch and the rear compartment will not close. The third component is the Rear Seat Tether Kit. If the vehicle is equipped with a pass-through to the rear compartment and the folding rear seat can be unlatched from within the passenger compartment without the use of a key or other unlocking feature, then a Rear Seat Tether must be installed. This tether helps prevent a child from gaining access to the rear compartment of a vehicle from the passenger compartment by allowing a secondary lock of the seatback. The Rear Seat Tether employs one or two tethers (one per folding seatback), each permanently connected to a T-handle anchor mounted in the rear compartment. To lock the folding seatback, the user can partially fold the seatback and attach the tether to another T-handle anchor mounted to the seatback. When the tether is affixed to both T-handle anchors, the seat cannot be folded down. To fold down the seatback, the tether must be removed from the anchor attached to the seatback. Important: Installation of the Trap Resistant Latch on some vehicles may require sheet metal and/or trim modifications to the rear compartment striker area. These modifications should be communicated with the customer prior to installations. Also, installation of the Trap Resistant Latch requires a rear compartment lid "ajar" switch. Prior to ordering the Trap Resistant Rear Compartment Kit, inspect the old deck lid latch to see if it is equipped with an "ajar" switch. If the vehicle is not equipped with this switch, P/N 12506174 must be ordered. After completing the Trap Resistant Rear Compartment Kit installation, provide the customer with the supplemental Owner's Manual insert included in the kit and demonstrate the system function. This program is specially structured for a single purchase price to the owner. The owner is responsible to pay a maximum of $50.00 U.S.; $80.00 Canadian for parts and labor to install the complete Trap Resistant Rear Compartment Kit and Rear Seat Tether(s), if required. Parts Information Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Trunk / Liftgate > Trunk / Liftgate Latch > Component Information > Technical Service Bulletins > Trap Resistant Trunk Kit - Function/Installation > Page 6952 Parts are currently available from GMSPO. Labor Information Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Trunk / Liftgate > Trunk / Liftgate Relay > Component Information > Locations > Component Locations Behind RH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Trunk / Liftgate > Trunk / Liftgate Relay > Component Information > Locations > Component Locations > Page 6957 Behind RH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Trunk / Liftgate > Trunk / Liftgate Solenoid > Component Information > Locations Tailgate (Station Wagon) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Trunk / Liftgate > Trunk / Liftgate Switch > Component Information > Locations > Component Locations Trunk / Liftgate Switch: Component Locations Tailgate (Station Wagon) Behind RH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Doors, Hood and Trunk > Trunk / Liftgate > Trunk / Liftgate Switch > Component Information > Locations > Component Locations > Page 6965 Trunk / Liftgate Switch: Connector Locations Behind RH Side Of I/P Behind RH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Exterior Moulding / Trim > Body Emblem > Component Information > Technical Service Bulletins > 06-08-111-004B - BULLETIN CANCELLATION NOTIFICATION Body Emblem: Technical Service Bulletins 06-08-111-004B - BULLETIN CANCELLATION NOTIFICATION TECHNICAL Bulletin No.: 06-08-111-004B Date: September 25, 2009 Subject: Information on Discoloration, Blistering, Peeling or Erosion of Various Exterior Emblems Including Chevy Bowtie (Bulletin Cancelled) Models: 2009 and Prior GM Passenger Cars and Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7X Supercede: This bulletin is being cancelled. Please discard Corporate Bulletin Number 06-08-111-004A (Section 08 - Body & Accessories). This bulletin is being cancelled. The information is no longer applicable. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Frame > Component Information > Technical Service Bulletins > Body Squeeze Type Resistance Spot Welding/Equipment Frame: Technical Service Bulletins Body - Squeeze Type Resistance Spot Welding/Equipment INFORMATION Bulletin No.: 03-08-98-002B Date: June 30, 2010 Subject: Squeeze Type Resistance Spot Welding/Equipment Models: 2011 and Prior Passenger Cars and Trucks (Including Saturn) 2003-2010 HUMMER H2, H3 Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 03-08-98-002A (Section 08 - Body and Accessories). This bulletin provides guidelines for repair shops that wish to use squeeze type resistance spot welding (or simply, spot welding) as an alternative to MIG plug welding when performing collision repair procedures. The process of spot welding for attaching body panels and components has been around for many years and is similar to the production welding process used in assembly plants. Spot welding may be applicable in similar situations that are currently MIG plug welded. The following are some of the benefits of spot welding: - Less heat or burn damage - Less damage to corrosion protection - Drilling of holes not required - Replication of the production weld appearance Applicable components for this technology may be panels or components with flanges that are accessible with arms and tips supplied by the equipment manufacturer. Welds from this equipment should be applied on a one-for-one basis, next to the production welds. Here are some of the important factors in proper welding with this equipment. Important Proper use and safety training for each user of the equipment is a must. - Use equipment from companies that are able to produce welds that meet industry standards for size and strength. Equipment most likely to meet those standards at this time would be "inverter" technology and include the following suppliers (other suppliers may have comparable equipment): - Pro Spot (PR2000) - Elektron (M100) - Blackhawk (WEL700) - Car-O-Liner (CR500) For specific information about this and other equipment, call GM Dealer Equipment. - Ensure that the building power source is capable of meeting the equipment manufacturer's power requirement specifications. For example, fuse 60 amp, 208-230 V single or 3-phase, using supply wire of sufficient gauge to carry the current load. Consult with a qualified electrician for wiring assistance. - Prepare and perform sample welds for destructive testing made from similar materials. Perform this operation for each vehicle repaired and prior to actual repair. - Proper equipment maintenance - Proper weld tip alignment and maintenance - Ensure that metal flanges are clean and conform to each other A more complete description of these practices and standards can be found in the following publications: - SAE J-2667, Surface Vehicles Recommended Practice, http://www.sae.org - AWS D8.7-88, Recommended Practices Automotive Weld Quality - Resistance Spot Welding, http://www.aws.org/w/a/ - AWS D8.9-97, Recommended Practices for Test Methods for Evaluating the Resistance Spot Welding Behavior of Automotive Sheet Steels, http://www.aws.com Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Frame > Component Information > Technical Service Bulletins > Body Squeeze Type Resistance Spot Welding/Equipment > Page 6975 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Interior Moulding / Trim > Carpet > Component Information > Technical Service Bulletins > Interior - Proper Use of Floor Mats Carpet: Technical Service Bulletins Interior - Proper Use of Floor Mats INFORMATION Bulletin No.: 10-08-110-001 Date: March 30, 2010 Subject: Information on Proper Use of Floor Mats Models: 2011 and Prior GM Passenger Cars and Trucks (Including Saturn) 2003-2009 HUMMER H2 2006-2010 HUMMER H3, H3T 2005-2009 Saab 9-7X GM's carpeted and all-weather (rubber) floor mats are especially designed for use in specific GM vehicles. Using floor mats that were not designed for the specific vehicle or using them incorrectly may cause interference with the accelerator or brake pedal. Please review the following safety guidelines regarding proper driver's side floor mat usage with the customer. Warning If a floor mat is the wrong size or is not properly installed, it can interfere with the accelerator pedal and/or brake pedal. Interference with the pedals can cause unintended acceleration and/or increased stopping distance which can cause a crash and injury. Make sure the floor mat does not interfere with the accelerator or brake pedal. - Do not flip the driver's floor mat over (in an effort to keep the floor mat clean) - Do not place anything on top of the driver's floor mat (e.g. carpet remnant, towel) - Do not place another mat on top of the driver's floor mat (e.g. do not place all-weather rubber mats over carpeted floor mats) - Only use floor mats that are designed specifically for your vehicle - When using replacement mats, make certain the mats do not interfere with the accelerator or brake pedal before driving the vehicle If your vehicle is equipped with a floor mat retaining pin(s) or clip(s), make certain the mat is installed correctly and according to the instructions. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Interior Moulding / Trim > Carpet > Component Information > Technical Service Bulletins > Interior - Proper Use of Floor Mats > Page 6981 After installing floor mats, make certain they cannot move and do not interfere with the accelerator or brake pedals. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Interior Moulding / Trim > Carpet > Component Information > Technical Service Bulletins > Interior - Proper Use of Floor Mats > Page 6982 Carpet: Technical Service Bulletins Interior - Elimination Of Unwanted Odors INFORMATION Bulletin No.: 00-00-89-027E Date: September 29, 2008 Subject: Eliminating Unwanted Odors in Vehicles Models: 2009 and Prior GM Passenger Cars and Trucks (including Saturn) 2009 and Prior HUMMER H2, H3 Vehicles 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add model years and refine the instructions. Please discard Corporate Bulletin Number 00-00-89-027D (Section 00 - General Information). Vehicle Odor Elimination General Motors offers a product that may control or eliminate odors in the interior and luggage compartment areas of GM vehicles. GM Vehicle Care Odor Eliminator is a non-toxic, biodegradable odor remover. This odorless product has been shown to greatly reduce or remove objectionable smells of mold and mildew resulting from vehicle water leaks (as well as customer created odors, i.e. smoke). You may use GM Vehicle Care Odor Eliminator on fabrics, vinyl, leather, carpet and sound deadening materials. It may also be induced into HVAC modules and instrument panel ducts (for the control of non-bacterial related odors). Important: This product leaves no residual scent and should not be sold as or considered an air freshener. Product action may result in the permanent elimination of an odor and may be preferable to customers with allergies who are sensitive to perfumes. How to Use This Product GM Vehicle Care Odor Eliminator may be sprayed on in a ready-to-use formula or used in steam cleaners as an additive with carpet shampoo. This water-based, odorless product is safe for all vehicle interiors. Do not wet or soak any interior surface that plain water would cause to deteriorate, as this product will have the same effect. Also avoid letting this product come into contact with vinegar or any acidic substance. Acid-based products will hamper the effectiveness of, or render GM Vehicle Care Odor Eliminator inert. Note: Complete eight page treatment sheets are enclosed within each case of GM Vehicle Care Odor Eliminator. These treatment instructions range from simple vehicle odor elimination to full step by step procedures for odor removal from water leaks. If lost, contact 800-977-4145 to get a replacement set faxed or e-mailed to your dealership. Instructions and cautions are printed on the bottle, but additional help is available. If you encounter a difficult to eliminate or reoccurring odor, you may call 1-800-955-8591 (in Canada, 1-800-977-4145) to obtain additional information and usage suggestions. Important: This product may effectively remove odors when directly contacting the odor source. It should be used in conjunction with diagnostic procedures (in cases such as a water leak) to first eliminate the root cause of the odor, and then the residual odor to permanently correct the vehicle condition. Vehicle Waterleak Odor Elimination STEP ONE: Confirm that all water leaks have been repaired. Determine what areas of the vehicle were water soaked or wet. Components with visible mold/mildew staining should be replaced. Isolate the odor source inside the vehicle. Often an odor can be isolated to an area or component of the vehicle interior by careful evaluation. Odor evaluation may need to be performed by multiple persons. Another method of isolating an odor source is to remove and segregate interior trim and components. Plastic sheeting or drop cloths can be used to confine seats, headliners, etc. to assist in evaluation and diagnoses. If appropriate the vehicle and interior trim should be evaluated separately to determine if the odor stays with the vehicle or the interior components. Odors that stay with the vehicle may be isolated to insulating and sound deadening materials (i.e. water leak at the windshield or standing water in the front foot well area caused mold/mildew to form on the bulkhead or kick panel sound deadening pads. If the interior is removed the floor pan and primed/painted surfaces should be treated with bleach/soap solution, rinsed with clean water and dried. Interior surfaces should then be treated with GM Vehicle Care Odor Eliminator product before reinstalling carpet or reassembling. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Interior Moulding / Trim > Carpet > Component Information > Technical Service Bulletins > Interior - Proper Use of Floor Mats > Page 6983 The GM Vehicle Care Odor Eliminator product is an effective odor elimination product when used properly. It must come into direct contact with the odor source. It should be used in conjunction with diagnostic procedures to first eliminate the root cause of the odor. Some procedures for use after odor root cause correction are: STEP TWO: ^ Use the trigger spray head. ^ Put a drop of dish soap the size of a quarter in the bottom of a bottle. ^ Add 8 oz. of GM Vehicle Care Odor Eliminator (1 cup) to the dish soap and top off the bottle with tap water. ^ This formula should be used on hard surfaces (dash, interior plastic molding, and floor pan) STEP THREE: The third step to neutralizing the vehicle is a light to medium treatment of all carpeting and upholstered seats with the GM Vehicle Care Odor Eliminator formula and a wide fan spray setting (at full strength) (i.e.: carpeting on the driver's side requires 4-5 triggers pulls for coverage). The headliner and trunk should be sprayed next. Lightly brushing the formula into the carpeting and upholstery is a recommended step for deep odor problems. The dash and all hard surfaces should be sprayed with dish soap/water mixture. Let stand for 1-2 minutes then wipe off the surface. STEP FOUR: (vehicle ventilation system treatment) The ventilation system is generally the last step in the treatment of the vehicle. a. Spray the GM Vehicle Care Odor Eliminator formula into all dash vents. (1-2 trigger pulls per vent). b. Start the vehicle and turn the vehicle fan on high cool (not A/C setting). c. Spray the formula (10 trigger pulls) into the outside fresh air intake vent (cowl at base of windshield) d. Enter the vehicle after 1 minute and wipe off the excess formula spurting out of the dash vents. e. Smell the air coming from the dash vents. If odors are still present, spray another 5 triggers into the cowl, wait another minute and smell the results. Once you have obtained a fresh, clean smell coming from the vents, turn the system to the A/C re-circulation setting. Roll up the windows, spray 3-5 pumps into the right lower IP area and let the vehicle run with the fan set on high for 5-7 minutes. Please follow this diagnosis process thoroughly and complete each step. If the condition exhibited is resolved without completing every step, the remaining steps do not need to be performed. If these steps do not resolve the condition, please contact GM TAC for further diagnostic assistance. Additional Suggestions to Increase Customer Satisfaction Here are some additional ideas to benefit your dealership and to generate greater customer enthusiasm for this product. ^ Keep this product on-hand for both the Service Department and the Used Car lot. Add value to your used car trades; treat loaner and demo cars during service and at final sale to eliminate smoke, pet, and other common odors offensive to customers. Make deodorizing a vehicle part of your normal vehicle detailing service. ^ Consider including GM Vehicle Care Odor Eliminator as a give-away item with new vehicle purchases. Many dealers give away as "gifts" various cleaning supplies at time of delivery. GM Odor Eliminator is one of a few products GM offers that has as many uses in the home as in the vehicle. Customers may find this product can be used for a host of recreational activities associated with their new vehicle, such as deodorizing a boat they tow, or a camper. ^ GM Odor Eliminator and many of the GM Vehicle Care products offer you the chance to increase dealership traffic as these superior quality products cannot be purchased in stores. Many Dealerships have product displays at the parts counter. Consider additional displays in the Customer Service Lounge, the Showroom and at the Service Desk or Cashier Window. Many customers who purchase vehicles and receive regular maintenance at your dealership may never visit the parts counter, and subsequently are not exposed to the variety and value that these products offer. Parts Information Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Interior Moulding / Trim > Carpet > Component Information > Technical Service Bulletins > Interior - Proper Use of Floor Mats > Page 6984 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Interior Moulding / Trim > Console > Component Information > Locations Console Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Interior Moulding / Trim > Dash Board / Instrument Panel <--> [Dashboard / Instrument Panel] > Component Information > Service and Repair Dash Board / Instrument Panel: Service and Repair Fig. 87 Steering Column Opening Filler Removal Fig. 88 I/P Compartment Housing Removal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Interior Moulding / Trim > Dash Board / Instrument Panel <--> [Dashboard / Instrument Panel] > Component Information > Service and Repair > Page 6991 Fig. 89 Convenience Center Removal Fig. 90 I/P Removal 1. Disconnect battery ground cable, then remove three screws from steering column opening filler, Fig. 87, and pull downward to disengage clips and remove. 2. Remove left and right sound insulators. 3. Remove instrument panel compartment housing as follows: a. Open instrument panel compartment door, Fig. 88, then remove screws attaching instrument panel housing to instrument panel. b. Pull out housing enough to disconnect rear compartment lid release switch and remove instrument panel compartment light and right courtesy lamp. c. Remove instrument panel compartment housing. 4. Remove console assembly, then the convenience center, Fig. 89. 5. Disconnect forward lamp and engine electrical harnesses from bulkhead connector. 6. Remove two corner instrument panel retaining screws, and one screw to instrument panel brace at left side of instrument panel opening, Fig. 90. 7. Remove defroster grilles, then the upper retaining screws located in defroster duct openings. 8. Remove steering column as described in ``Steering Columns'' section. 9. Pull instrument panel assembly out enough to disconnect all electrical connectors and vacuum lines. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Interior Moulding / Trim > Dash Board / Instrument Panel <--> [Dashboard / Instrument Panel] > Component Information > Service and Repair > Page 6992 10. Remove instrument panel assembly with electrical harness attached. 11. If necessary, remove electrical harness assembly. 12. Reverse procedure to install. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Locks > Door Locks > Door Module > Component Information > Locations Convenience Center Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Locks > Key > Component Information > Technical Service Bulletins > Locks - Key Code Security Rules and Information Key: Technical Service Bulletins Locks - Key Code Security Rules and Information INFORMATION Bulletin No.: 10-00-89-010 Date: May 27, 2010 Subject: Key Code Security Rules and Information on GM KeyCode Look-Up Application (Canada Only) Models: 2011 and Prior GM Passenger Cars and Trucks 2010 and Prior HUMMER H2, H3 2009 and Prior Saturn and Saab 2002 and Prior Isuzu Attention: This bulletin has been created to address potential issues and questions regarding KeyCode security. This bulletin should be read by all parties involved in KeyCode activity, including dealer operator, partner security coordinator, sales, service and parts departments. A copy of this bulletin should be printed and maintained in the parts department for use as a reference. Important U.S. dealers should refer to Corporate Bulletin Number 10-00-89-009. Where Are Key Codes Located? General Motors provides access to KeyCodes through three sources when a vehicle is delivered to a dealer. Vehicle KeyCodes are located on the original vehicle invoice to the dealership. There is a small white bar coded tag sent with most new vehicles that also has the key code printed on it. Dealerships should make a practice of comparing the tag's keycode numbers to the keycode listed on the invoice. Any discrepancy should be reported immediately to the GM of Canada Key Code Inquiry Desk. Remember to remove the key tag prior to showing vehicles to potential customers. The third source for Key codes is through the GM KeyCode Look-Up feature within the OEConnection D2DLink application. KeyCode Look-Up currently goes back 17 previous model years from the current model year. When a vehicle is received by the dealership, care should be taken to safeguard the original vehicle invoice and KeyCode tag provided with the vehicle. Potential customers should not have access to the invoice or this KeyCode tag prior to the sale being completed. After a sale has been completed, the KeyCode information belongs to the customer and General Motors. Tip Only the original invoice contains key code information, a re-printed invoice does not. GM KeyCode Look-Up Application for GM of Canada Dealers All dealers should review the General Motors of Canada KeyCode Look-Up Policies and Procedures (Service Policy & Procedures Manual Section 3.1.6 "Replacement of VIN plates & keys"). Please note that the KeyCode Access site is restricted. Only authorized users should be using this application. Please see your Parts Manager for site authorized users. KeyCode Look-Up currently goes back 17 years from current model year. Important notes about security: - Users may not access the system from multiple computers simultaneously. - Users may only request one KeyCode at a time. - KeyCode information will only be available on the screen for 2 minutes. - Each user is personally responsible for maintaining and protecting their password. - Never share your password with others. - User Id's are suspended after 6 consecutive failed attempts. - User Id's are disabled if not used for 90 days. - Processes must be in place for regular dealership reviews. - The Parts Manager (or assigned management) must have processes in place for employee termination or life change events. Upon termination individuals access must be turned off immediately and access should be re-evaluated upon any position changes within the dealership. - If you think your password or ID security has been breached, contact Dealer Systems Support at 1-800-265-0573. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Locks > Key > Component Information > Technical Service Bulletins > Locks - Key Code Security Rules and Information > Page 7002 Each user will be required to accept the following agreement each time the KeyCode application is used. Key Code User Agreement - Key codes are proprietary information belonging to General Motors Corporation and to the vehicle owner. - Unauthorized access to, or use of, key code information is unlawful and may subject the user to criminal and civil penalties. - This information should be treated as strictly confidential and should not be disclosed to anyone unless authorized. I will ensure that the following information is obtained prior to releasing any Key Code information: 1. Government issued picture ID (Drivers License) 2. Registration or other proof of ownership. Registration should have normal markings from the Province that issued the registration and possibly the receipt for payment recorded as well. Important - GM takes this agreement seriously. Each user must be certain of vehicle ownership before giving out key codes. - When the ownership of the vehicle is in doubt, dealership personnel should not provide the information. Key code requests should never be received via a fax or the internet and key codes should never be provided to anyone in this manner. A face to face contact with the owner of the vehicle is the expected manner that dealers will use to release a key code or as otherwise stipulated in this bulletin or other materials. - Key codes should NEVER be sent via a fax or the internet. - Each Dealership should create a permanent file to document all KeyCode Look Up transactions. Requests should be filed by VIN and in each folder retain copies of the following: - Government issued picture ID (Drivers License) - Registration or other proof of ownership. - Copy of the paid customer receipt which has the name of the employee who cut and sold the key to the customer. - Do not put yourself or your Dealership in the position of needing to "explain" a KeyCode Look Up to either GM or law enforcement officials. - Dealership Management has the ability to review all KeyCode Look-Up transactions. - Dealership KeyCode documentation must be retained for two years. Frequently Asked Questions (FAQs) for GM of Canada Dealers How do I request a KeyCode for customer owned vehicle that is not registered? Scrapped, salvaged or stored vehicles that do not have a current registration should still have the ownership verified by requesting the vehicle title, current insurance policy and / or current lien holder information from the customers financing source. If you cannot determine if the customer is the owner of the vehicle, do not provide the key code information. In these cases, a short description of the vehicle (scrapped, salvaged, etc.) and the dealership location should be kept on file. Any clarifying explanation should be entered into the comments field. How do I document a KeyCode request for a vehicle that is being repossessed? The repossessor must document ownership of the vehicle by providing a court ordered repossession order and lien-holder documents prior to providing key code information. Copies of the repossessors Drivers License and a business card should be retained by the dealership for documentation. What do I do if the registration information is locked in the vehicle? Every effort should be made to obtain complete information for each request. Each Dealership will have to decide on a case by case basis if enough information is available to verify the customer's ownership of the vehicle. Other forms of documentation include vehicle title, insurance policy, and or current lien information from the customers financing source. Dealership Management must be involved in any request without complete information. If you cannot determine if the customer is the owner of the vehicle, do not provide the key code information. Can I get a print out of the information on the screen? It is important to note that the Key Code Look Up Search Results contain sensitive and/or proprietary information. For this reason GM recommends against printing it. If the Search Results must be printed, store and/or dispose of the printed copy properly to minimize the risk of improper or illegal use. Who in the dealership has access to the KeyCode application? Dealership Parts Manager (or assigned management) will determine, and control, who is authorized to access the KeyCode Look Up application. However, we anticipate that dealership parts and service management will be the primary users of the application. The KeyCode Look Up application automatically tracks each user activity session. Information tracked by the system includes: User name, User ID, all other entered data and the date/time of access. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Locks > Key > Component Information > Technical Service Bulletins > Locks - Key Code Security Rules and Information > Page 7003 What if I input the VIN incorrectly? If an incorrect VIN is entered into the system (meaning that the system does not recognize the VIN or that the VIN has been entered incorrectly) the system will return an error message. If I am an authorized user for the KeyCode application, can I access the application from home? Yes. What if I suspect key code misuse? Your dealership should communicate the proper procedures for requesting key codes. Any suspicious activity either within the dealership or externally should be reported to Dealer Systems Support at 1-800-265-0573 or GM of Canada Key Code Inquiry Desk at 1-905-644-4892. Whose key codes can I access through the system? At this time the following Canadian vehicle codes are available through the system: Chevrolet, Cadillac, Buick, Pontiac, GMC, HUMMER (H2 and H3 only), Oldsmobile, Saturn, Saab and Isuzu (up to 2002 model year) for a maximum of 17 model years. What should I do if I enter a valid VIN and the system does not produce any key code information? Occasionally, the KeyCode Look Up application may not produce a key code for a valid VIN. This may be the result of new vehicle information not yet available. In addition, older vehicle information may have been sent to an archive status. If you do not receive a key code returned for valid VIN, you should contact GM of Canada Key Code Inquiry Desk at 1-905-644-4892. How do I access KeyCodes if the KeyCode Look-up system is down? If the KeyCode Look-up system is temporarily unavailable, you can contact the original selling dealer who may have it on file or contact GM of Canada Key Code Inquiry Desk at 1-905-644-4892. If the customer is dealing with an emergency lock-out situation, you need to have the customer contact Roadside assistance, OnStar if subscribed, or 911. What should I do if the KeyCode from the look-up system does not work on the vehicle? On occasion a dealer may encounter a KeyCode that will not work on the vehicle in question. In cases where the KeyCode won't work you will need to verify with the manufacturer of the cutting equipment that the key has been cut correctly. If the key has been cut correctly you may be able to verify the proper KeyCode was given through the original selling dealer. When unable to verify the KeyCode through the original selling dealer contact GM of Canada Key Code Inquiry Desk at 1-905-644-4892. If the key has been cut correctly and the code given does not work, the lock cylinder may have been changed. In these situations following the proper SI document for recoding a key or replacing the lock cylinder may be necessary. How long do I have to keep KeyCode Records? Dealership KeyCode documentation must be retained for two years. Can I get a KeyCode changed in the Look-Up system? Yes, KeyCodes can be changed in the Look-Up system if a lock cylinder has been changed. Contact GM of Canada Key Code Inquiry Desk at 1-905-644-4892. What information do I need before I can provide a driver of a company fleet vehicle Keys or KeyCode information? The dealership should have a copy of the individual's driver's license, proof of employment and registration. If there is any question as to the customer's employment by the fleet company, the dealer should attempt to contact the fleet company for verification. If there is not enough information to determine ownership and employment, this information should not be provided. How do I document a request from an Independent Repair facility for a KeyCode or Key? The independent must provide a copy of their driver's license, proof of employment and signed copy of the repair order for that repair facility. The repair order must include customer's name, address, VIN, city, province and license plate number. Copies of this information must be included in your dealer KeyCode file. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Locks > Key > Component Information > Technical Service Bulletins > Locks - Key Code Security Rules and Information > Page 7004 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Locks > Remote Keyless Entry <--> [Keyless Entry] > Keyless Entry Transmitter > Component Information > Technical Service Bulletins > Tools - Keyless Entry Transmitter Tester Keyless Entry Transmitter: Technical Service Bulletins Tools - Keyless Entry Transmitter Tester File In Section: 9 - Accessories Bulletin No.: 83-90-12 Date: August, 1998 INFORMATION Subject: Essential Tool J 43241 Remote Keyless Entry and Passive Keyless Entry Transmitter Tester Models: 1990-99 Passenger Cars and Trucks with Remote Keyless Entry or Passive Keyless Entry Systems A new essential tool, J 43241 Remote Keyless Entry Transmitter Tester, has been sent to all GM Dealers. This tester can be used on all RKE and PKE systems, on past as well as current models. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Locks > Remote Keyless Entry <--> [Keyless Entry] > Keyless Entry Transmitter > Component Information > Technical Service Bulletins > Tools - Keyless Entry Transmitter Tester > Page 7010 Important: Before using the tester and the diagnostic chart, the following two steps must be performed. 1. Verify that the keyless entry transmitter is the correct model for the vehicle remote system. An incorrect model transmitter may pass this test, but may not activate the vehicle remote system. The correct transmitter can usually be identified by part number. 2. Ensure that the transmitter is synchronized with the vehicle (if applicable). Refer to Transmitter Synchronization in the appropriate Service Manual. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Locks > Power Locks > Power Door Lock Actuator > Component Information > Locations > Left Front Power Door Lock Actuator: Locations Left Front LH Front Of Door (Coupe) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Locks > Power Locks > Power Door Lock Actuator > Component Information > Locations > Left Front > Page 7016 LH Front Of Door (Convertible) LH Front Door (Station Wagon Shown, Sedan Similar) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Locks > Power Locks > Power Door Lock Actuator > Component Information > Locations > Left Front > Page 7017 Power Door Lock Actuator: Locations Right Front RH Front Of Door (Coupe) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Locks > Power Locks > Power Door Lock Actuator > Component Information > Locations > Left Front > Page 7018 RH Front Door (Convertible) RH Front Door (Station Wagon Shown, Sedan Similar) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Locks > Power Locks > Power Door Lock Actuator > Component Information > Locations > Left Front > Page 7019 LH Rear Door (Sedan And Station Wagon) (RH Similar) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Locks > Power Locks > Power Door Lock Control Module > Component Information > Locations > Auto Door Lock Module/Enable Relay Power Door Lock Control Module: Locations Auto Door Lock Module/Enable Relay The Automatic Door Unlock Module is located at the left hand side of the Dash, near C100. LH Rear Of Engine Compartment LH Rear Of Engine Compartment C100 (42 cavities) is located at the upper left hand side of Engine Compartment. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Locks > Power Locks > Power Door Lock Control Module > Component Information > Locations > Auto Door Lock Module/Enable Relay > Page 7024 Convenience Center Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Locks > Power Locks > Power Door Lock Control Module > Component Information > Locations > Page 7025 Harness Connector Faces: Door Unlock Module Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Locks > Power Locks > Power Door Lock Relay > Component Information > Locations RH Front Door (Convertible) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Locks > Power Locks > Power Door Lock Relay > Component Information > Locations > Page 7029 Harness Connector Faces: Automatic Door Lock Relay Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Locks > Power Locks > Power Door Lock Switch > Component Information > Technical Service Bulletins > Customer Interest for Power Door Lock Switch: > 438101B > Sep > 95 > Interior - Lights Remain On/Battery Becomes Rundown Power Door Lock Switch: Customer Interest Interior - Lights Remain On/Battery Becomes Rundown File In Section: 8 - Chassis/Body Electrical Bulletin No.: 43-81-01B Date: September, 1995 Subject: Battery Rundown/Interior Lights Remain On (Diagnostic Check/Replace Door Handle Switch) Models: 1992-94 Chevrolet Cavalier 1994 Chevrolet Corsica, Beretta 1992-94 Pontiac Sunbird This bulletin is being revised to update the correction procedure and parts and warranty information. Please discard Corporate Bulletin Number 43-81-01A (Section 8 - Chassis/Body Electrical). Condition Some owners may experience interior lights staying "ON" after all doors are closed and after the Multi-Function Alarm Module's inadvertent lighting function has timed out, causing battery rundown. In the Corsica/Beretta, the Multi-Function Alarm Module will automatically turn off the interior lights after 20 minutes. The Cavalier and Sunbird's interior lights will continue to light indefinitely. Cause The LH and/or RH front door handle switch(es) may be providing a resistive path to ground which may cause the Multi-Function Alarm Module to sense that the door(s) are falsely open. Correction Follow the diagnostic procedure as listed below. If a resistance other than the specified value registers during testing, replace the malfunctioning door handle switch, (see P/N chart). Continue through the entire test to check that both the RH and LH door handle switches are functioning properly. 1. Disconnect the Multi-Function Alarm Module. 2. With the LH front door open, measure the resistance from: Term "J" to Term "P" (J Car) CONN C1, Term "H" to CONN C2, Term "E" (L Car) Resistance should be between 0 - 0.5 Ohms. 3. With the LH front door closed, measure the resistance from: Term "J" to Term "P" (J Car) CONN C1, Term "H" to CONN C2, Term "E" (L Car) Resistance should be > 30 Mega Ohms. 4. With the RH front door open, measure the resistance from: Term "K" to Term "P" (J Car) CONN C1, Term "G" to CONN C2, Term "E" (L Car) Resistance should be between 0 - 0.5 Ohms. 5. With the RH front door closed, measure the resistance from: Term "K" to Term "P" (J Car) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Locks > Power Locks > Power Door Lock Switch > Component Information > Technical Service Bulletins > Customer Interest for Power Door Lock Switch: > 438101B > Sep > 95 > Interior - Lights Remain On/Battery Becomes Rundown > Page 7038 CONN C1, Term "G" to CONN 02, Term "E" (L Car) Resistance should be > 30 Mega Ohms. Parts Information All parts are found in Group 10.470 - LOCK ASM F/RH or LH Important: The door handle switches are part of the front side door lock assembly. Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Locks > Power Locks > Power Door Lock Switch > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Power Door Lock Switch: > 438101B > Sep > 95 > Interior - Lights Remain On/Battery Becomes Rundown Power Door Lock Switch: All Technical Service Bulletins Interior - Lights Remain On/Battery Becomes Rundown File In Section: 8 - Chassis/Body Electrical Bulletin No.: 43-81-01B Date: September, 1995 Subject: Battery Rundown/Interior Lights Remain On (Diagnostic Check/Replace Door Handle Switch) Models: 1992-94 Chevrolet Cavalier 1994 Chevrolet Corsica, Beretta 1992-94 Pontiac Sunbird This bulletin is being revised to update the correction procedure and parts and warranty information. Please discard Corporate Bulletin Number 43-81-01A (Section 8 - Chassis/Body Electrical). Condition Some owners may experience interior lights staying "ON" after all doors are closed and after the Multi-Function Alarm Module's inadvertent lighting function has timed out, causing battery rundown. In the Corsica/Beretta, the Multi-Function Alarm Module will automatically turn off the interior lights after 20 minutes. The Cavalier and Sunbird's interior lights will continue to light indefinitely. Cause The LH and/or RH front door handle switch(es) may be providing a resistive path to ground which may cause the Multi-Function Alarm Module to sense that the door(s) are falsely open. Correction Follow the diagnostic procedure as listed below. If a resistance other than the specified value registers during testing, replace the malfunctioning door handle switch, (see P/N chart). Continue through the entire test to check that both the RH and LH door handle switches are functioning properly. 1. Disconnect the Multi-Function Alarm Module. 2. With the LH front door open, measure the resistance from: Term "J" to Term "P" (J Car) CONN C1, Term "H" to CONN C2, Term "E" (L Car) Resistance should be between 0 - 0.5 Ohms. 3. With the LH front door closed, measure the resistance from: Term "J" to Term "P" (J Car) CONN C1, Term "H" to CONN C2, Term "E" (L Car) Resistance should be > 30 Mega Ohms. 4. With the RH front door open, measure the resistance from: Term "K" to Term "P" (J Car) CONN C1, Term "G" to CONN C2, Term "E" (L Car) Resistance should be between 0 - 0.5 Ohms. 5. With the RH front door closed, measure the resistance from: Term "K" to Term "P" (J Car) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Locks > Power Locks > Power Door Lock Switch > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Power Door Lock Switch: > 438101B > Sep > 95 > Interior - Lights Remain On/Battery Becomes Rundown > Page 7044 CONN C1, Term "G" to CONN 02, Term "E" (L Car) Resistance should be > 30 Mega Ohms. Parts Information All parts are found in Group 10.470 - LOCK ASM F/RH or LH Important: The door handle switches are part of the front side door lock assembly. Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Locks > Power Locks > Power Door Lock Switch > Component Information > Locations > Left Front Door Lock Switch Power Door Lock Switch: Locations Left Front Door Lock Switch LH Front Of Door (Coupe) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Locks > Power Locks > Power Door Lock Switch > Component Information > Locations > Left Front Door Lock Switch > Page 7047 LH Front Of Door (Convertible) LH Front Door (Station Wagon Shown, Sedan Similar) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Locks > Power Locks > Power Door Lock Switch > Component Information > Locations > Left Front Door Lock Switch > Page 7048 Power Door Lock Switch: Locations Right Front Door Lock Switch RH Front Of Door (Coupe) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Locks > Power Locks > Power Door Lock Switch > Component Information > Locations > Left Front Door Lock Switch > Page 7049 RH Front Door (Convertible) RH Front Door (Station Wagon Shown, Sedan Similar) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Locks > Power Locks > Power Door Lock Switch > Component Information > Locations > Left Front Door Lock Switch > Page 7050 LH Rear Door (Sedan And Station Wagon) (RH Similar) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Locks > Power Locks > Power Door Lock Switch > Component Information > Diagrams > Left Front Door Lock Switch Harness Connector Faces: LH Front Door Lock Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Locks > Power Locks > Power Door Lock Switch > Component Information > Diagrams > Left Front Door Lock Switch > Page 7053 Harness Connector Faces: RH Front Door Lock Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Mirrors > Heated Element, Mirror > Component Information > Technical Service Bulletins > Mirrors - Heated Mirrors, Defrosting Time Heated Element: Technical Service Bulletins Mirrors - Heated Mirrors, Defrosting Time INFORMATION Bulletin No.: 08-08-64-011A Date: February 25, 2010 Subject: Information on Heated Electrochromatic Outside Rearview Mirror Performance Models: 2010 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2009 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to update the model years. Please discard Corporate Bulletin Number 08-08-64-011 (Section 08 - Body and Accessories). Defrosting Time/Performance Concern The electrochromatic (auto-dimming) outside rearview mirror used on the driver's side of many GM vehicles is slower to defrost than the passenger side outside rearview mirror. This is a normal condition. The glass on the driver's side electrochromatic mirror is twice as thick as the traditional glass on the passenger side mirror. The heating elements for the mirrors on both sides draw the same wattage, therefore the driver's side mirror will take approximately twice as long to defrost as the passenger mirror (approximately four minutes versus two minutes). Should a customer indicate that the driver's side heated mirror is not functioning correctly, verify it's function based upon this information prior to replacing the mirror. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > Customer Interest: > 05-08-51-008C > Jun > 09 > Body - Bumps or Rust Colored Spots in Paint Paint: Customer Interest Body - Bumps or Rust Colored Spots in Paint TECHNICAL Bulletin No.: 05-08-51-008C Date: June 22, 2009 Subject: Bumps or Rust Colored Spots in Paint Due to Rail or Iron Dust (Remove Rail Dust) Models: 1994-2010 GM Passenger Cars and Trucks (Including Saturn) 2003-2010 HUMMER H2 2006-2010 HUMMER H3 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 05-08-51-008B (Section 08 - Body and Accessories). Condition Visible rust colored spots or bumps on a vehicle's paint surface from rail or iron dust. Cause Rail dust comes from tiny iron particles produced from the friction between train wheels and the tracks and gets deposited on the vehicle surfaces. Iron dust can get deposited on the surface if the vehicle is stored near any operation producing iron dust such as an iron ore yard. Either material can lay on top of, or become embedded in, the paint surface. Correction Because the severity of the condition varies, proper diagnosis of the damage is critical to the success of repairs. Diagnosis should be performed on horizontal surfaces (hood, roof, deck lid, pick up box, etc.) after the vehicle has been properly cleaned. There are two types of repair materials recommended to repair rail dust or iron dust: 1. GEL TYPE OXALIC ACID: - Has the characteristics of the liquid type oxalic acid but stays where you put it because of its gel consistency. 2. CLAY TYPE NON-ACID BASED: - Requires surface lubricant during use. - Has different grades available. Caution Rail dust remover (Oxalic Acid) is an acidic substance containing chemicals that will break down the iron particles embedded in the finish. When working with rail dust remover, use the necessary safety equipment, including gloves and goggles. Follow the chemical manufacturer's directions closely because it may require special handling and disposal. If, upon inspection, some particles are still present, the various chemical manufacturer's processes can be repeated. After the removal process, small pits may remain in the clearcoat and can be corrected, in most cases, with a finesse/polish operation. Procedure 1. Move the vehicle to a cool shaded area and make sure that the vehicle surfaces are cool during the removal process. DO NOT PERFORM THE REMOVAL PROCESS IN DIRECT SUNLIGHT OR ON A VEHICLE WITH HOT OR WARM BODY PANELS. 2. Wash the vehicle with soap and water. Dry it immediately and clean the affected areas with a wax and grease remover. 3. Perform the removal process according to the chemical manufacturer's directions. Once the damage has been repaired, the final step involves a polishing process. Rail Dust Remover Manufacturers Use the chemical manufacturers listed below, or equivalent: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > Customer Interest: > 05-08-51-008C > Jun > 09 > Body - Bumps or Rust Colored Spots in Paint > Page 7068 Auto Magic(R) or Clay Magic(R) products available from: Auto Wax Company, Inc. 1275 Round Table Dr. Dallas, TX 75247 (800) 826-0828 (Toll-Free) or (214) 631-4000 (Local) Fax (214) 634-1342 www.automagic.com [email protected] E038 Fallout Gel or E038E Liquid Fallout Remover II available from: Valvoline Car Brite Company 1910 South State Avenue Indianapolis, In 46203 (800) 347-2439 (Toll Free) or (317) 788-9925 (Local) Fax (317) 788-9930 www.carbrite.com [email protected] *We believe these sources and their products to be reliable. There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from these firms or for any such items which may be available from other sources. If rail dust remover is not available in your area, call one of the numbers listed above for a distributor near your location. Warranty Information (excluding Saab U.S. Models) Important Refer to the Policy & Procedures Manual, section 1.2.1.7 for detailed information regarding warranty coverage for this condition. Important In certain cases where the vehicle finish is severely damaged and the actual repair time exceeds the published time, the additional time should be submitted in the "Other Labor Hours" field. Warranty Information (Saab U.S. Models) Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > Customer Interest: > 33-17-01A > Dec > 97 > Exhaust System - Paint Peeling from Painted Muffler Paint: Customer Interest Exhaust System - Paint Peeling from Painted Muffler File In Section: 10 - Body Bulletin No.: 33-17-01A Date: December, 1997 Subject: Paint Peeling from Muffler (New Repair Paint Available) Models: 1993-98 Passenger Cars with Painted Mufflers This bulletin is being revised to add additional model years. Please discard Corporate Bulletin Number 33-17-01 (Section 10 - Body). Condition Some owners may experience paint peeling from the muffler. Correction Clean and repaint the affected area using the following procedure and product. Important: DO NOT REPLACE COMPONENTS TO REPAIR THIS CONDITION. The exhaust system must be cold to begin this procedure. Material Required: * Wabash Products # KB-318-HHHS, available in pints or quarts as ready to spray material (no mixing required). Call Wabash Products, 1-800-326-7269 or 812-232-6097 for pricing and shipping information. Procedure On a cold exhaust system: 1. Raise vehicle on hoist. 2. While supporting exhaust with a transmission jack, remove the rear exhaust system hangers and lower the exhaust. 3. Clean the affected area with a wax and grease remover, lacquer thinner or other suitable solvent. 4. Wire brush the affected area to remove flaking paint and blow off with air. 5. Sand the affected area with # 80 to 150 grit sandpaper to remove rust, dirt or other contaminants. 6. Clean the affected area with a wax and grease remover, lacquer thinner or other suitable solvent. 7. Tape off the rear lower body panels and exhaust pipes forward of mufflers to protect from overspray. 8. Apply paint to affected area in several (6 to 8) thin coats (to prevent sags and runs) obtaining approximately 1 mil paint coverage. 9. Raise exhaust system with jack, reinstall exhaust hangers, lower vehicle and remove from hoist. ^ Allow 30 minutes drying time. 10. In a well ventilated area, start engine and allow to idle for up to 30 minutes until paint is cured and dry. Important: Some "smoking" will occur while curing the paint with the engine running. The paint can be heated and cured while driving, but be careful not to get the exhaust system wet during the first 30 minutes. Warranty Information Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > Customer Interest: > 33-17-01A > Dec > 97 > Exhaust System - Paint Peeling from Painted Muffler > Page 7073 Labor Material Operation Labor Time Allowance A6150 0.6 hr - Single Exhaust GC Add 0.2 hr - Dual Exhaust GC Important: While the above procedure and materials are correct for vehicles from 1993 to 1998, the Labor Operation and Time Allowance only pertains to vehicles in the Warranty period. * We believe this source and their equipment to be reliable. There may be additional manufacturers of such equipment. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or equipment from these firms or for any such items which may be available from other sources. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > Customer Interest: > 331708 > Nov > 93 > Paint - Clearcoat Degradation, Chalking and Whitening Paint: Customer Interest Paint - Clearcoat Degradation, Chalking and Whitening Group Ref.: Body Bulletin No.: 331708 Date: November, 1993 SUBJECT: CLEARCOAT DEGRADATION - CHALKING AND WHITENING MODELS: PASSENGER CARS WITH BASECOAT/CLEARCOAT CONDITION: The vehicle exterior surface may show large chalky or white patches in the clearcoat, usually but not limited to the horizontal surfaces. Blacks, Dark Blues, Reds, may have potential for this condition. On rare occasions, other colors may be involved. CAUSE: The clearcoat (with sunlight and heat) may degrade and turn white or chalky. IDENTIFICATION: On a clean surface, at or above room temperature, firmly apply a 2" wide piece of masking tape to the chalky or white area of the clearcoat and pull upward quickly. The adhesive side of the tape WILL NOT HAVE THE PAINT COLOR ON IT. A light shine or reduced tackiness may be noticed on the tape adhesive surface, indicating clearcoat transfer to the tape. CORRECTION: Refinish all horizontal surfaces using the following procedure. - Remove the clearcoat layer from all horizontal surfaces and the top surfaces of fenders and quarter panels. NOTE: In some cases, it will be necessary to remove the clearcoat from the upper vertical surfaces of fenders, doors and quarters (approximately 3"), and the top areas directly above the front and rear wheelhouse openings. - Lightly sand any previously exposed base color to remove any chalky residue from the surface. - The vertical surfaces should be sanded and colorcoated to the next lower breakline (typically the body side moldings) for color uniformity of the repair. IMPORTANT: The following procedure covers clearcoat degradation only. It does not address any other paint condition. PROCEDURE: 1. Some vehicle components will be removed, while others will require masking. The list located at the end of this bulletin will establish the removal items. Items not found on the list and non repair areas are to be masked. 2. Prior to removing the paint finish, clean the area to be refinished with soap and water, followed by an appropriate wax and grease remover. 3. Mask the remaining moldings and hardware for protection during sanding. 4. Remove the clearcoat material from all horizontal surfaces (and tops of fenders and quarters) using a DA (dual action orbital sander) and # 120 grit sanding discs. Lightly sand any previously exposed base color to remove any chalky residue from the surface. NOTE: Chemical stripping is not recommended because of negative Impact to moldings, non-metal components, ELPO and environmental concerns. 5. Lightly sand the unaffected vertical panels to the next lower breakline, smooth and "featheredge" the surface to be refinished with # 240 or # 320 grit sandpaper for maximum adhesion. 6. Blow off the sanding dust and residue. 7. Remove masking tape and remask all necessary areas for priming. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > Customer Interest: > 331708 > Nov > 93 > Paint - Clearcoat Degradation, Chalking and Whitening > Page 7078 8. Wipe and clean repair area with an appropriate wax and grease remover. 9. Wipe repair area with a tack rag. 10. Apply a coat of self etching or epoxy primer to the bare metal areas exposed during the sanding process. Follow manufacturer's instructions and recommended dry times. Typical materials would be: DuPont 615S/616S, BASF DE17/PR80/DA18, PPG DP40/DP401 or equivalent. V.O.C. materials would be: DuPont 615S/616S, BASF DE17/PR80/DA18, PPG DCP21/DCP212 or equivalent. 11. Apply two to three medium wet coats of primer surfacer to the entire repair area (including vertical surfaces) of the vehicle, following manufacturer's instructions for application and film build requirements. NOTE: A guide coat Is recommended to highlight high and low spots during the wet or dry sanding process. Typical materials would be: DuPont 1120S/1130S/1125S, BASF DP20/PR80/PH36, PPG K36/DT870/K201 or equivalent. V.O.C. materials would be: DuPont 275S, BASF HP400, PPG DCP21/DCP212 or equivalent. 12. After adequate drying time, wet sand with # 400 grit (or finer) or dry sand with # 320 grit (or finer) sand paper. 13. Repeat steps 6 through 9 and remask the vehicle. 14. Apply a medium coat of primer sealer to the entire repair area. Typical materials would be: DuPont 2610S/2605S, BASF DP21/DH60/PR80, PPG DP40/DP401 or equivalent. V.O.C. materials would be: DuPont 210S, PPG DPW1834 or equivalent. 15. Apply 2 to 3 medium wet coats of basecoat (or until primer is hidden). Follow manufacturer's instructions and recommended dry times. 16. Apply clearcoat. Follow manufacturer's instructions and recommended dry times. 17. After sufficient force dry or air dry time, remove masking. 18. Spot finesse/polish as required. 19. Reinstall previously removed hardware and moldings. HARDWARE ITEM REMOVAL Vehicles have many different hardware options and treatments, but the following list of items can be used as guidelines for item removal. ^ Windshield moldings (non-modular type windows) ^ Back window moldings (non-modular type windows) ^ Side view mirrors (outer panel mounted) ^ Ft. door belt seal strips (doors without window frames) ^ Name plates on fenders, doors, quarters, fascias and deck lids ^ Antenna base (power or fixed mast types) ^ Wiper arms (on vehicles with cowl grilles) ^ Cowl vent grille ^ Fender marker lamps ^ Tail lamps ^ Rocker aero molding emblems Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > Customer Interest: > 331708 > Nov > 93 > Paint - Clearcoat Degradation, Chalking and Whitening > Page 7079 ^ Roof weld seam moldings ^ Auxiliary weatherstrips ^ Deck lid lock cyl. cover ^ Wheel opening moldings ^ Roof drip scalp moldings ^ Door edge guards* ^ Spoilers* ^ Luggage racks* ^ Hood grills/ornaments* ^ Decals* ^ Stripes* ^ Body side moldings if mechanically retained. If adhesive retained, mask molding. NOTE: Only items marked with an asterisk are "add" conditions to the Major Operation being performed. Removal time for the other Items listed is included in the allowance. LABOR OPERATION: A6110 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > Customer Interest: > 331708 > Nov > 93 > Paint - Clearcoat Degradation, Chalking and Whitening > Page 7080 TIME ALLOWANCE: See Chart That Follows (**) NOTE: The time allowances provided on the chart includes the hardware removal and installation (as indicated by the list guidelines), the masking and unmasking of the vehicle, clearcoat removal (as indicated by the guidelines), the refinish (and colorcoat when required), mix time for primer/paint and clearcoat, finesse/polish where required, washing and preparing the vehicle for delivery. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Technical Service Bulletins for Paint: > 05-08-51-008C > Jun > 09 > Body - Bumps or Rust Colored Spots in Paint Paint: All Technical Service Bulletins Body - Bumps or Rust Colored Spots in Paint TECHNICAL Bulletin No.: 05-08-51-008C Date: June 22, 2009 Subject: Bumps or Rust Colored Spots in Paint Due to Rail or Iron Dust (Remove Rail Dust) Models: 1994-2010 GM Passenger Cars and Trucks (Including Saturn) 2003-2010 HUMMER H2 2006-2010 HUMMER H3 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 05-08-51-008B (Section 08 - Body and Accessories). Condition Visible rust colored spots or bumps on a vehicle's paint surface from rail or iron dust. Cause Rail dust comes from tiny iron particles produced from the friction between train wheels and the tracks and gets deposited on the vehicle surfaces. Iron dust can get deposited on the surface if the vehicle is stored near any operation producing iron dust such as an iron ore yard. Either material can lay on top of, or become embedded in, the paint surface. Correction Because the severity of the condition varies, proper diagnosis of the damage is critical to the success of repairs. Diagnosis should be performed on horizontal surfaces (hood, roof, deck lid, pick up box, etc.) after the vehicle has been properly cleaned. There are two types of repair materials recommended to repair rail dust or iron dust: 1. GEL TYPE OXALIC ACID: - Has the characteristics of the liquid type oxalic acid but stays where you put it because of its gel consistency. 2. CLAY TYPE NON-ACID BASED: - Requires surface lubricant during use. - Has different grades available. Caution Rail dust remover (Oxalic Acid) is an acidic substance containing chemicals that will break down the iron particles embedded in the finish. When working with rail dust remover, use the necessary safety equipment, including gloves and goggles. Follow the chemical manufacturer's directions closely because it may require special handling and disposal. If, upon inspection, some particles are still present, the various chemical manufacturer's processes can be repeated. After the removal process, small pits may remain in the clearcoat and can be corrected, in most cases, with a finesse/polish operation. Procedure 1. Move the vehicle to a cool shaded area and make sure that the vehicle surfaces are cool during the removal process. DO NOT PERFORM THE REMOVAL PROCESS IN DIRECT SUNLIGHT OR ON A VEHICLE WITH HOT OR WARM BODY PANELS. 2. Wash the vehicle with soap and water. Dry it immediately and clean the affected areas with a wax and grease remover. 3. Perform the removal process according to the chemical manufacturer's directions. Once the damage has been repaired, the final step involves a polishing process. Rail Dust Remover Manufacturers Use the chemical manufacturers listed below, or equivalent: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Technical Service Bulletins for Paint: > 05-08-51-008C > Jun > 09 > Body - Bumps or Rust Colored Spots in Paint > Page 7086 Auto Magic(R) or Clay Magic(R) products available from: Auto Wax Company, Inc. 1275 Round Table Dr. Dallas, TX 75247 (800) 826-0828 (Toll-Free) or (214) 631-4000 (Local) Fax (214) 634-1342 www.automagic.com [email protected] E038 Fallout Gel or E038E Liquid Fallout Remover II available from: Valvoline Car Brite Company 1910 South State Avenue Indianapolis, In 46203 (800) 347-2439 (Toll Free) or (317) 788-9925 (Local) Fax (317) 788-9930 www.carbrite.com [email protected] *We believe these sources and their products to be reliable. There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from these firms or for any such items which may be available from other sources. If rail dust remover is not available in your area, call one of the numbers listed above for a distributor near your location. Warranty Information (excluding Saab U.S. Models) Important Refer to the Policy & Procedures Manual, section 1.2.1.7 for detailed information regarding warranty coverage for this condition. Important In certain cases where the vehicle finish is severely damaged and the actual repair time exceeds the published time, the additional time should be submitted in the "Other Labor Hours" field. Warranty Information (Saab U.S. Models) Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Technical Service Bulletins for Paint: > 08-08-51-002 > Mar > 08 > Body - TPO Fascia Cleaning Prior to Painting Paint: All Technical Service Bulletins Body - TPO Fascia Cleaning Prior to Painting INFORMATION Bulletin No.: 08-08-51-002 Date: March 12, 2008 Subject: New Primer For TPO Fascias and Affected Cleaning Process of Painting Operation Models: 2009 and Prior Passenger Cars and Trucks 2009 and Prior HUMMER H2, H3 The purpose of this bulletin is to inform the technician that General Motors has made a change in the primer it uses for TPO plastic for service parts. This new primer comes in several different colors from five different suppliers. This change affects the cleaning process of the painting operation. The new process is as follows. 1. Wash with soap and water. 2. Clean with a 50% mix of isopropyl alcohol and water (or a waterborne cleaner). Check with your paint supplier for product recommendations. 3. Scuff sand per your paint suppliers recommendations. Note: The use of a solvent-type cleaner will soften, or begin to dissolve the primer. Base coats do not have any affect on this primer. 4. Reclean with a 50% mix of isopropyl alcohol and water (or a waterborne cleaner). All fascias, with the exception of the Corvette, Camaro, and Cadillac XLR, are made of TPO. You may find other TPO parts with this primer. If the technician has a question as to the type of plastic they are painting, inspect the back of the part for the plastic symbol (TPO). Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Technical Service Bulletins for Paint: > 33-17-01A > Dec > 97 > Exhaust System - Paint Peeling from Painted Muffler Paint: All Technical Service Bulletins Exhaust System - Paint Peeling from Painted Muffler File In Section: 10 - Body Bulletin No.: 33-17-01A Date: December, 1997 Subject: Paint Peeling from Muffler (New Repair Paint Available) Models: 1993-98 Passenger Cars with Painted Mufflers This bulletin is being revised to add additional model years. Please discard Corporate Bulletin Number 33-17-01 (Section 10 - Body). Condition Some owners may experience paint peeling from the muffler. Correction Clean and repaint the affected area using the following procedure and product. Important: DO NOT REPLACE COMPONENTS TO REPAIR THIS CONDITION. The exhaust system must be cold to begin this procedure. Material Required: * Wabash Products # KB-318-HHHS, available in pints or quarts as ready to spray material (no mixing required). Call Wabash Products, 1-800-326-7269 or 812-232-6097 for pricing and shipping information. Procedure On a cold exhaust system: 1. Raise vehicle on hoist. 2. While supporting exhaust with a transmission jack, remove the rear exhaust system hangers and lower the exhaust. 3. Clean the affected area with a wax and grease remover, lacquer thinner or other suitable solvent. 4. Wire brush the affected area to remove flaking paint and blow off with air. 5. Sand the affected area with # 80 to 150 grit sandpaper to remove rust, dirt or other contaminants. 6. Clean the affected area with a wax and grease remover, lacquer thinner or other suitable solvent. 7. Tape off the rear lower body panels and exhaust pipes forward of mufflers to protect from overspray. 8. Apply paint to affected area in several (6 to 8) thin coats (to prevent sags and runs) obtaining approximately 1 mil paint coverage. 9. Raise exhaust system with jack, reinstall exhaust hangers, lower vehicle and remove from hoist. ^ Allow 30 minutes drying time. 10. In a well ventilated area, start engine and allow to idle for up to 30 minutes until paint is cured and dry. Important: Some "smoking" will occur while curing the paint with the engine running. The paint can be heated and cured while driving, but be careful not to get the exhaust system wet during the first 30 minutes. Warranty Information Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Technical Service Bulletins for Paint: > 33-17-01A > Dec > 97 > Exhaust System - Paint Peeling from Painted Muffler > Page 7095 Labor Material Operation Labor Time Allowance A6150 0.6 hr - Single Exhaust GC Add 0.2 hr - Dual Exhaust GC Important: While the above procedure and materials are correct for vehicles from 1993 to 1998, the Labor Operation and Time Allowance only pertains to vehicles in the Warranty period. * We believe this source and their equipment to be reliable. There may be additional manufacturers of such equipment. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or equipment from these firms or for any such items which may be available from other sources. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Technical Service Bulletins for Paint: > 72-05-11 > Dec > 97 > Warranty - Rail Dust Removal & Chemical Spotting Labor Paint: All Technical Service Bulletins Warranty - Rail Dust Removal & Chemical Spotting Labor File In Section: Warranty Administration Bulletin No.: 72-05-11 Date: December, 1997 WARRANTY ADMINISTRATION Subject: Clarification of Rail Dust Removal (A5575-A5580) and Chemical Spotting (A5541-A5544) Labor Operations Models: All Past and Future Passenger Cars and Light Duty Trucks The purpose of this Warranty Administration Bulletin is to clarify the usage, limits and guidelines for the proper use of the above subject labor operations. The above subject labor operations were introduced to correct paint imperfections caused by fallout that occurred either during shipment to the dealer or within the first 12 months or 12,000 miles (20,000 kms) of vehicle ownership. GM vehicle owners are informed that although no defect in the factory applied paint causes this, GM will repair, at no charge to the owner, the surfaces of new vehicles damaged by fallout condition within 12 months or 12,000 miles (20,000 kms) whichever occurs first. Effective with repair orders dated on or after December 1, 1997, labor operations A5575-A5580 Rail Dust Removal and A5541 through A5544 Chemical Spotting will be limited to within the first 12 months or 12,000 miles of the Base Vehicle Warranty (20,000 kms) whichever occurs first. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Technical Service Bulletins for Paint: > 63-17-07B > Jun > 97 > Paint - Basecoat/Clearcoat Paint Systems Specifications Paint: All Technical Service Bulletins Paint - Basecoat/Clearcoat Paint Systems Specifications File In Section: 10 - Body Bulletin No.: 63-17-07B Date: June, 1997 INFORMATION Subject: New Aftermarket Paint Specification (GM4901M) for Basecoat/Clearcoat Paint Systems (Rigid Exterior Surfaces) Models: 1993-97 Passenger Cars and Trucks This bulletin is being revised to provide additional information on approved paint systems (Attachment 1 added). Please discard Corporate Bulletin Number 63-17-07A (Section 10 - Body). A vehicle's appearance is important to any customer's perception of that vehicle's quality and value. Furthermore, when an exterior finish repair is made, the customer expects that repair to match the showroom finish. Based upon rigorous and exhaustive testing, General Motors has established an aftermarket refinish paint specification, known as GM4901M, which is listed in the GM Engineering Specifications Manual. Use this specification when selecting a paint system for General Motors vehicle warranty paint repairs. All major paint suppliers are involved and support this program. The booklet enclosed with Corporate Bulletin # 63-17-07, "GM Approved Refinish Materials", P/N GM4901 M-D, identifies the paint systems you may use. All approved products (including VOC-compliant) are listed in the "system" approach recommended by the individual manufacturer. This booklet will be updated periodically to ensure you are provided with the latest information on paint systems. GM and Paint Supplier training services encompass this new specification and can address any questions. All materials listed in the booklet fall under the current materials allowance. However, this may change as costs increase. With this program, it is our goal to ensure quality repairs. After all, skilled technicians using the right materials offer the only path to true customer enthusiasm. By adhering to the GM4901M Specification for Aftermarket Paint Repair Materials, you will ensure our customers only receive the best while maximizing your quality throughout on exterior finish repairs. When a meeting or training session is held in your area, be sure your team is represented. We look forward to your support for this program. Additional Information In the development of this paint specification, major paint suppliers were invited to submit materials for approval. The requirements of the program are included in the approved materials booklet referenced above, dated December, 1996. Important: As of 7-1-97, the BASF products listed on Attachment 1 are now approved for use. The approved suppliers are: ^ Akzo Nobel (Sikkens) ^ American Standox ^ BASF ^ DuPont ^ ICI Autocolor ^ Martin Senour ^ PPG ^ Sherwin Williams Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Technical Service Bulletins for Paint: > 63-17-07B > Jun > 97 > Paint - Basecoat/Clearcoat Paint Systems Specifications > Page 7104 ^ Spies Hecker Your Zone wholesale personnel, Training Centers, STG Field Service Engineers, and the approved suppliers have additional training materials that may answer your further questions. Use of these GM approved materials ensures the highest quality for maintaining customer satisfaction. The dealer or retailer must ensure that all refinish materials, including sublets, meet GM Specification GM4901-M. Use of materials (and associated application methods) that do not meet this GM standard may result in a review of claim(s) leading to chargeback(s), as specified in the Policies and Procedures manual, Article 1.4.17. The standards will be updated periodically and other suppliers may be added when new standards are released by the fall of 1997. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Technical Service Bulletins for Paint: > 63-17-07B > Jun > 97 > Paint - Basecoat/Clearcoat Paint Systems Specifications > Page 7105 ATTACHMENT 1 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Technical Service Bulletins for Paint: > 531704 > Sep > 95 > Paint - Polishing And Swirl Mark Removal Paint: All Technical Service Bulletins Paint - Polishing And Swirl Mark Removal File in Section: 10 - Body Bulletin No. 53-17-04 Date: September, 1995 INFORMATION Subject: Polishing and Swirl Mark Removal Techniques for Basecoat/Clearcoat Paint Models: 1993-96 Passenger Cars and Trucks with Basecoat/Clearcoat This bulletin supersedes and cancels Corporate Bulletin Number 111702. Previous divisional publication numbers were: Buick 93-10-22 Cadillac T-93-104 Chevrolet 93-188-OB GM Canada 93-10-158 Oldsmobile 07-93-106 (Service Guild) Pontiac 93-10-28 Today's basecoat/clearcoat paint finishes are very different from materials used on vehicles in the 1980's. Materials, procedures and equipment which once worked well for polishing traditional finishes may not be acceptable for use on basecoat/clearcoat paint surfaces. The use of outdated materials, procedures and equipment may produce what appears to be acceptable results under shop lighting, but will be unacceptable to the owner when the finish is exposed to sunlight (typically, swirl marks). While the following information can be most helpful in the new car "prep" area, it should also be made available to the "used car" area and the collision/ paint repair area. KEEP THE VEHICLE CLEAN AND DRY; ^ Avoid washing vehicles in direct sunlight. ^ Avoid using strong soaps or chemical detergents. ^ Use "brush less" type automatic car wash equipment. ^ Avoid using products containing acids (unless specified to correct a condition such as "rail dust"). ^ Don't use brushes or brooms to remove snow or ice from vehicles in storage or on lots. ^ Cleaning agents and water should be dried promptly and not allowed to dry on the surface. ^ Standing rinse water should be dried promptly and not allowed to dry on the surface. ^ Drying with a soft chamois is recommended. DON'T CREATE A PROBLEM: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Technical Service Bulletins for Paint: > 531704 > Sep > 95 > Paint - Polishing And Swirl Mark Removal > Page 7110 ^ DO NOT polish vehicles unless a surface condition exists that can only be corrected by polishing (see chart). ^ If a surface condition does exist, the repair approach should be one of "less is best" (the very least it takes to correct the condition). ^ Avoid removing too much clearcoat (whenever possible, use paint gauges before, during, and after polishing). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Technical Service Bulletins for Paint: > 531704 > Sep > 95 > Paint - Polishing And Swirl Mark Removal > Page 7111 ^ Use ONLY the products recommended in this bulletin (or their equivalent). ^ Make sure that any power polishing equipment does not exceed the requirements in the polish manufacturer's recommendation or in the chart. FINAL STEP: The final step of the finesse/polish procedure is the removal of SWIRL MARKS. Swirl marks are defined as very fine scratches in a uniform circular direction that cause an optical distortion on the paint surface. Swirl marks may not be visible with shop lighting. They should be viewed in direct sunlight or under specific lights, i.e. Sodium Vapor (parking lot type lights). SWIRL MARK REMOVAL - To remove swirl marks, use an orbital polisher (DA) with speeds in the 1,500 to 2,000 RPM range. Apply a small amount of the appropriate material (see chart) to the swirl mark area. Use the pad on the random orbital buffer to spread the material evenly over polished area before buffing. When buffing, keep pad flat and constantly moving over the repair area. Polish with heavier pressure applied for 4-6 seconds, then polish with lighter pressure for 6-8 more seconds. Always blend or feather outer edges of repair spot. After buffing, the buffed areas should be inspected by the buffing person to ensure that the swirls are completely removed. If swirls are still present, rebuff as needed. Hand wipe the surface with a clean soft, non-scratching cloth and a 50/50 mixture of Isopropyl Alcohol and water. ^ DON'T USE WAX OR SILICONE-TYPE PRODUCTS TO HIDE SWIRL MARKS (this condition will reappear later and cause owner dissatisfaction). ^ Specific conditions on paint (environmental damage, rail dust, etc.) can be corrected by referring to previously published Service bulletins on those specific topics. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Technical Service Bulletins for Paint: > 331708 > Nov > 93 > Paint - Clearcoat Degradation, Chalking and Whitening Paint: All Technical Service Bulletins Paint - Clearcoat Degradation, Chalking and Whitening Group Ref.: Body Bulletin No.: 331708 Date: November, 1993 SUBJECT: CLEARCOAT DEGRADATION - CHALKING AND WHITENING MODELS: PASSENGER CARS WITH BASECOAT/CLEARCOAT CONDITION: The vehicle exterior surface may show large chalky or white patches in the clearcoat, usually but not limited to the horizontal surfaces. Blacks, Dark Blues, Reds, may have potential for this condition. On rare occasions, other colors may be involved. CAUSE: The clearcoat (with sunlight and heat) may degrade and turn white or chalky. IDENTIFICATION: On a clean surface, at or above room temperature, firmly apply a 2" wide piece of masking tape to the chalky or white area of the clearcoat and pull upward quickly. The adhesive side of the tape WILL NOT HAVE THE PAINT COLOR ON IT. A light shine or reduced tackiness may be noticed on the tape adhesive surface, indicating clearcoat transfer to the tape. CORRECTION: Refinish all horizontal surfaces using the following procedure. - Remove the clearcoat layer from all horizontal surfaces and the top surfaces of fenders and quarter panels. NOTE: In some cases, it will be necessary to remove the clearcoat from the upper vertical surfaces of fenders, doors and quarters (approximately 3"), and the top areas directly above the front and rear wheelhouse openings. - Lightly sand any previously exposed base color to remove any chalky residue from the surface. - The vertical surfaces should be sanded and colorcoated to the next lower breakline (typically the body side moldings) for color uniformity of the repair. IMPORTANT: The following procedure covers clearcoat degradation only. It does not address any other paint condition. PROCEDURE: 1. Some vehicle components will be removed, while others will require masking. The list located at the end of this bulletin will establish the removal items. Items not found on the list and non repair areas are to be masked. 2. Prior to removing the paint finish, clean the area to be refinished with soap and water, followed by an appropriate wax and grease remover. 3. Mask the remaining moldings and hardware for protection during sanding. 4. Remove the clearcoat material from all horizontal surfaces (and tops of fenders and quarters) using a DA (dual action orbital sander) and # 120 grit sanding discs. Lightly sand any previously exposed base color to remove any chalky residue from the surface. NOTE: Chemical stripping is not recommended because of negative Impact to moldings, non-metal components, ELPO and environmental concerns. 5. Lightly sand the unaffected vertical panels to the next lower breakline, smooth and "featheredge" the surface to be refinished with # 240 or # 320 grit sandpaper for maximum adhesion. 6. Blow off the sanding dust and residue. 7. Remove masking tape and remask all necessary areas for priming. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Technical Service Bulletins for Paint: > 331708 > Nov > 93 > Paint - Clearcoat Degradation, Chalking and Whitening > Page 7116 8. Wipe and clean repair area with an appropriate wax and grease remover. 9. Wipe repair area with a tack rag. 10. Apply a coat of self etching or epoxy primer to the bare metal areas exposed during the sanding process. Follow manufacturer's instructions and recommended dry times. Typical materials would be: DuPont 615S/616S, BASF DE17/PR80/DA18, PPG DP40/DP401 or equivalent. V.O.C. materials would be: DuPont 615S/616S, BASF DE17/PR80/DA18, PPG DCP21/DCP212 or equivalent. 11. Apply two to three medium wet coats of primer surfacer to the entire repair area (including vertical surfaces) of the vehicle, following manufacturer's instructions for application and film build requirements. NOTE: A guide coat Is recommended to highlight high and low spots during the wet or dry sanding process. Typical materials would be: DuPont 1120S/1130S/1125S, BASF DP20/PR80/PH36, PPG K36/DT870/K201 or equivalent. V.O.C. materials would be: DuPont 275S, BASF HP400, PPG DCP21/DCP212 or equivalent. 12. After adequate drying time, wet sand with # 400 grit (or finer) or dry sand with # 320 grit (or finer) sand paper. 13. Repeat steps 6 through 9 and remask the vehicle. 14. Apply a medium coat of primer sealer to the entire repair area. Typical materials would be: DuPont 2610S/2605S, BASF DP21/DH60/PR80, PPG DP40/DP401 or equivalent. V.O.C. materials would be: DuPont 210S, PPG DPW1834 or equivalent. 15. Apply 2 to 3 medium wet coats of basecoat (or until primer is hidden). Follow manufacturer's instructions and recommended dry times. 16. Apply clearcoat. Follow manufacturer's instructions and recommended dry times. 17. After sufficient force dry or air dry time, remove masking. 18. Spot finesse/polish as required. 19. Reinstall previously removed hardware and moldings. HARDWARE ITEM REMOVAL Vehicles have many different hardware options and treatments, but the following list of items can be used as guidelines for item removal. ^ Windshield moldings (non-modular type windows) ^ Back window moldings (non-modular type windows) ^ Side view mirrors (outer panel mounted) ^ Ft. door belt seal strips (doors without window frames) ^ Name plates on fenders, doors, quarters, fascias and deck lids ^ Antenna base (power or fixed mast types) ^ Wiper arms (on vehicles with cowl grilles) ^ Cowl vent grille ^ Fender marker lamps ^ Tail lamps ^ Rocker aero molding emblems Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Technical Service Bulletins for Paint: > 331708 > Nov > 93 > Paint - Clearcoat Degradation, Chalking and Whitening > Page 7117 ^ Roof weld seam moldings ^ Auxiliary weatherstrips ^ Deck lid lock cyl. cover ^ Wheel opening moldings ^ Roof drip scalp moldings ^ Door edge guards* ^ Spoilers* ^ Luggage racks* ^ Hood grills/ornaments* ^ Decals* ^ Stripes* ^ Body side moldings if mechanically retained. If adhesive retained, mask molding. NOTE: Only items marked with an asterisk are "add" conditions to the Major Operation being performed. Removal time for the other Items listed is included in the allowance. LABOR OPERATION: A6110 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Technical Service Bulletins for Paint: > 331708 > Nov > 93 > Paint - Clearcoat Degradation, Chalking and Whitening > Page 7118 TIME ALLOWANCE: See Chart That Follows (**) NOTE: The time allowances provided on the chart includes the hardware removal and installation (as indicated by the list guidelines), the masking and unmasking of the vehicle, clearcoat removal (as indicated by the guidelines), the refinish (and colorcoat when required), mix time for primer/paint and clearcoat, finesse/polish where required, washing and preparing the vehicle for delivery. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Technical Service Bulletins for Paint: > 331704 > Sep > 93 > Paint - Exterior Color Code & Cross Reference Paint: All Technical Service Bulletins Paint - Exterior Color Code & Cross Reference Group Ref.: Body Bulletin No.: 331704 Date: September, 1993 SUBJECT: PAINT INFORMATION MODELS: 1994 CHEVROLET PRODUCTS (Except GEO) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Technical Service Bulletins for Paint: > 331704 > Sep > 93 > Paint - Exterior Color Code & Cross Reference > Page 7123 The chart provides paint information on 1994 Chevrolet products, The paint types listed the models indicate the material the vehicle was manufactured with. See illustrations. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Other Service Bulletins for Paint: > 08-08-51-002 > Mar > 08 > Body - TPO Fascia Cleaning Prior to Painting Paint: All Technical Service Bulletins Body - TPO Fascia Cleaning Prior to Painting INFORMATION Bulletin No.: 08-08-51-002 Date: March 12, 2008 Subject: New Primer For TPO Fascias and Affected Cleaning Process of Painting Operation Models: 2009 and Prior Passenger Cars and Trucks 2009 and Prior HUMMER H2, H3 The purpose of this bulletin is to inform the technician that General Motors has made a change in the primer it uses for TPO plastic for service parts. This new primer comes in several different colors from five different suppliers. This change affects the cleaning process of the painting operation. The new process is as follows. 1. Wash with soap and water. 2. Clean with a 50% mix of isopropyl alcohol and water (or a waterborne cleaner). Check with your paint supplier for product recommendations. 3. Scuff sand per your paint suppliers recommendations. Note: The use of a solvent-type cleaner will soften, or begin to dissolve the primer. Base coats do not have any affect on this primer. 4. Reclean with a 50% mix of isopropyl alcohol and water (or a waterborne cleaner). All fascias, with the exception of the Corvette, Camaro, and Cadillac XLR, are made of TPO. You may find other TPO parts with this primer. If the technician has a question as to the type of plastic they are painting, inspect the back of the part for the plastic symbol (TPO). Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Other Service Bulletins for Paint: > 72-05-11 > Dec > 97 > Warranty - Rail Dust Removal & Chemical Spotting Labor Paint: All Technical Service Bulletins Warranty - Rail Dust Removal & Chemical Spotting Labor File In Section: Warranty Administration Bulletin No.: 72-05-11 Date: December, 1997 WARRANTY ADMINISTRATION Subject: Clarification of Rail Dust Removal (A5575-A5580) and Chemical Spotting (A5541-A5544) Labor Operations Models: All Past and Future Passenger Cars and Light Duty Trucks The purpose of this Warranty Administration Bulletin is to clarify the usage, limits and guidelines for the proper use of the above subject labor operations. The above subject labor operations were introduced to correct paint imperfections caused by fallout that occurred either during shipment to the dealer or within the first 12 months or 12,000 miles (20,000 kms) of vehicle ownership. GM vehicle owners are informed that although no defect in the factory applied paint causes this, GM will repair, at no charge to the owner, the surfaces of new vehicles damaged by fallout condition within 12 months or 12,000 miles (20,000 kms) whichever occurs first. Effective with repair orders dated on or after December 1, 1997, labor operations A5575-A5580 Rail Dust Removal and A5541 through A5544 Chemical Spotting will be limited to within the first 12 months or 12,000 miles of the Base Vehicle Warranty (20,000 kms) whichever occurs first. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Other Service Bulletins for Paint: > 63-17-07B > Jun > 97 > Paint - Basecoat/Clearcoat Paint Systems Specifications Paint: All Technical Service Bulletins Paint - Basecoat/Clearcoat Paint Systems Specifications File In Section: 10 - Body Bulletin No.: 63-17-07B Date: June, 1997 INFORMATION Subject: New Aftermarket Paint Specification (GM4901M) for Basecoat/Clearcoat Paint Systems (Rigid Exterior Surfaces) Models: 1993-97 Passenger Cars and Trucks This bulletin is being revised to provide additional information on approved paint systems (Attachment 1 added). Please discard Corporate Bulletin Number 63-17-07A (Section 10 - Body). A vehicle's appearance is important to any customer's perception of that vehicle's quality and value. Furthermore, when an exterior finish repair is made, the customer expects that repair to match the showroom finish. Based upon rigorous and exhaustive testing, General Motors has established an aftermarket refinish paint specification, known as GM4901M, which is listed in the GM Engineering Specifications Manual. Use this specification when selecting a paint system for General Motors vehicle warranty paint repairs. All major paint suppliers are involved and support this program. The booklet enclosed with Corporate Bulletin # 63-17-07, "GM Approved Refinish Materials", P/N GM4901 M-D, identifies the paint systems you may use. All approved products (including VOC-compliant) are listed in the "system" approach recommended by the individual manufacturer. This booklet will be updated periodically to ensure you are provided with the latest information on paint systems. GM and Paint Supplier training services encompass this new specification and can address any questions. All materials listed in the booklet fall under the current materials allowance. However, this may change as costs increase. With this program, it is our goal to ensure quality repairs. After all, skilled technicians using the right materials offer the only path to true customer enthusiasm. By adhering to the GM4901M Specification for Aftermarket Paint Repair Materials, you will ensure our customers only receive the best while maximizing your quality throughout on exterior finish repairs. When a meeting or training session is held in your area, be sure your team is represented. We look forward to your support for this program. Additional Information In the development of this paint specification, major paint suppliers were invited to submit materials for approval. The requirements of the program are included in the approved materials booklet referenced above, dated December, 1996. Important: As of 7-1-97, the BASF products listed on Attachment 1 are now approved for use. The approved suppliers are: ^ Akzo Nobel (Sikkens) ^ American Standox ^ BASF ^ DuPont ^ ICI Autocolor ^ Martin Senour ^ PPG ^ Sherwin Williams Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Other Service Bulletins for Paint: > 63-17-07B > Jun > 97 > Paint - Basecoat/Clearcoat Paint Systems Specifications > Page 7137 ^ Spies Hecker Your Zone wholesale personnel, Training Centers, STG Field Service Engineers, and the approved suppliers have additional training materials that may answer your further questions. Use of these GM approved materials ensures the highest quality for maintaining customer satisfaction. The dealer or retailer must ensure that all refinish materials, including sublets, meet GM Specification GM4901-M. Use of materials (and associated application methods) that do not meet this GM standard may result in a review of claim(s) leading to chargeback(s), as specified in the Policies and Procedures manual, Article 1.4.17. The standards will be updated periodically and other suppliers may be added when new standards are released by the fall of 1997. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Other Service Bulletins for Paint: > 63-17-07B > Jun > 97 > Paint - Basecoat/Clearcoat Paint Systems Specifications > Page 7138 ATTACHMENT 1 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Other Service Bulletins for Paint: > 531704 > Sep > 95 > Paint - Polishing And Swirl Mark Removal Paint: All Technical Service Bulletins Paint - Polishing And Swirl Mark Removal File in Section: 10 - Body Bulletin No. 53-17-04 Date: September, 1995 INFORMATION Subject: Polishing and Swirl Mark Removal Techniques for Basecoat/Clearcoat Paint Models: 1993-96 Passenger Cars and Trucks with Basecoat/Clearcoat This bulletin supersedes and cancels Corporate Bulletin Number 111702. Previous divisional publication numbers were: Buick 93-10-22 Cadillac T-93-104 Chevrolet 93-188-OB GM Canada 93-10-158 Oldsmobile 07-93-106 (Service Guild) Pontiac 93-10-28 Today's basecoat/clearcoat paint finishes are very different from materials used on vehicles in the 1980's. Materials, procedures and equipment which once worked well for polishing traditional finishes may not be acceptable for use on basecoat/clearcoat paint surfaces. The use of outdated materials, procedures and equipment may produce what appears to be acceptable results under shop lighting, but will be unacceptable to the owner when the finish is exposed to sunlight (typically, swirl marks). While the following information can be most helpful in the new car "prep" area, it should also be made available to the "used car" area and the collision/ paint repair area. KEEP THE VEHICLE CLEAN AND DRY; ^ Avoid washing vehicles in direct sunlight. ^ Avoid using strong soaps or chemical detergents. ^ Use "brush less" type automatic car wash equipment. ^ Avoid using products containing acids (unless specified to correct a condition such as "rail dust"). ^ Don't use brushes or brooms to remove snow or ice from vehicles in storage or on lots. ^ Cleaning agents and water should be dried promptly and not allowed to dry on the surface. ^ Standing rinse water should be dried promptly and not allowed to dry on the surface. ^ Drying with a soft chamois is recommended. DON'T CREATE A PROBLEM: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Other Service Bulletins for Paint: > 531704 > Sep > 95 > Paint - Polishing And Swirl Mark Removal > Page 7143 ^ DO NOT polish vehicles unless a surface condition exists that can only be corrected by polishing (see chart). ^ If a surface condition does exist, the repair approach should be one of "less is best" (the very least it takes to correct the condition). ^ Avoid removing too much clearcoat (whenever possible, use paint gauges before, during, and after polishing). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Other Service Bulletins for Paint: > 531704 > Sep > 95 > Paint - Polishing And Swirl Mark Removal > Page 7144 ^ Use ONLY the products recommended in this bulletin (or their equivalent). ^ Make sure that any power polishing equipment does not exceed the requirements in the polish manufacturer's recommendation or in the chart. FINAL STEP: The final step of the finesse/polish procedure is the removal of SWIRL MARKS. Swirl marks are defined as very fine scratches in a uniform circular direction that cause an optical distortion on the paint surface. Swirl marks may not be visible with shop lighting. They should be viewed in direct sunlight or under specific lights, i.e. Sodium Vapor (parking lot type lights). SWIRL MARK REMOVAL - To remove swirl marks, use an orbital polisher (DA) with speeds in the 1,500 to 2,000 RPM range. Apply a small amount of the appropriate material (see chart) to the swirl mark area. Use the pad on the random orbital buffer to spread the material evenly over polished area before buffing. When buffing, keep pad flat and constantly moving over the repair area. Polish with heavier pressure applied for 4-6 seconds, then polish with lighter pressure for 6-8 more seconds. Always blend or feather outer edges of repair spot. After buffing, the buffed areas should be inspected by the buffing person to ensure that the swirls are completely removed. If swirls are still present, rebuff as needed. Hand wipe the surface with a clean soft, non-scratching cloth and a 50/50 mixture of Isopropyl Alcohol and water. ^ DON'T USE WAX OR SILICONE-TYPE PRODUCTS TO HIDE SWIRL MARKS (this condition will reappear later and cause owner dissatisfaction). ^ Specific conditions on paint (environmental damage, rail dust, etc.) can be corrected by referring to previously published Service bulletins on those specific topics. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Other Service Bulletins for Paint: > 331704 > Sep > 93 > Paint - Exterior Color Code & Cross Reference Paint: All Technical Service Bulletins Paint - Exterior Color Code & Cross Reference Group Ref.: Body Bulletin No.: 331704 Date: September, 1993 SUBJECT: PAINT INFORMATION MODELS: 1994 CHEVROLET PRODUCTS (Except GEO) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Other Service Bulletins for Paint: > 331704 > Sep > 93 > Paint - Exterior Color Code & Cross Reference > Page 7149 The chart provides paint information on 1994 Chevrolet products, The paint types listed the models indicate the material the vehicle was manufactured with. See illustrations. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Other Service Bulletins for Paint: > Page 7150 Paint: By Symptom Technical Service Bulletin # 05-08-51-008C Date: 090622 Body - Bumps or Rust Colored Spots in Paint TECHNICAL Bulletin No.: 05-08-51-008C Date: June 22, 2009 Subject: Bumps or Rust Colored Spots in Paint Due to Rail or Iron Dust (Remove Rail Dust) Models: 1994-2010 GM Passenger Cars and Trucks (Including Saturn) 2003-2010 HUMMER H2 2006-2010 HUMMER H3 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 05-08-51-008B (Section 08 - Body and Accessories). Condition Visible rust colored spots or bumps on a vehicle's paint surface from rail or iron dust. Cause Rail dust comes from tiny iron particles produced from the friction between train wheels and the tracks and gets deposited on the vehicle surfaces. Iron dust can get deposited on the surface if the vehicle is stored near any operation producing iron dust such as an iron ore yard. Either material can lay on top of, or become embedded in, the paint surface. Correction Because the severity of the condition varies, proper diagnosis of the damage is critical to the success of repairs. Diagnosis should be performed on horizontal surfaces (hood, roof, deck lid, pick up box, etc.) after the vehicle has been properly cleaned. There are two types of repair materials recommended to repair rail dust or iron dust: 1. GEL TYPE OXALIC ACID: - Has the characteristics of the liquid type oxalic acid but stays where you put it because of its gel consistency. 2. CLAY TYPE NON-ACID BASED: - Requires surface lubricant during use. - Has different grades available. Caution Rail dust remover (Oxalic Acid) is an acidic substance containing chemicals that will break down the iron particles embedded in the finish. When working with rail dust remover, use the necessary safety equipment, including gloves and goggles. Follow the chemical manufacturer's directions closely because it may require special handling and disposal. If, upon inspection, some particles are still present, the various chemical manufacturer's processes can be repeated. After the removal process, small pits may remain in the clearcoat and can be corrected, in most cases, with a finesse/polish operation. Procedure 1. Move the vehicle to a cool shaded area and make sure that the vehicle surfaces are cool during the removal process. DO NOT PERFORM THE REMOVAL PROCESS IN DIRECT SUNLIGHT OR ON A VEHICLE WITH HOT OR WARM BODY PANELS. 2. Wash the vehicle with soap and water. Dry it immediately and clean the affected areas with a wax and grease remover. 3. Perform the removal process according to the chemical manufacturer's directions. Once the damage has been repaired, the final step involves a polishing process. Rail Dust Remover Manufacturers Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Other Service Bulletins for Paint: > Page 7151 Use the chemical manufacturers listed below, or equivalent: Auto Magic(R) or Clay Magic(R) products available from: Auto Wax Company, Inc. 1275 Round Table Dr. Dallas, TX 75247 (800) 826-0828 (Toll-Free) or (214) 631-4000 (Local) Fax (214) 634-1342 www.automagic.com [email protected] E038 Fallout Gel or E038E Liquid Fallout Remover II available from: Valvoline Car Brite Company 1910 South State Avenue Indianapolis, In 46203 (800) 347-2439 (Toll Free) or (317) 788-9925 (Local) Fax (317) 788-9930 www.carbrite.com [email protected] *We believe these sources and their products to be reliable. There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from these firms or for any such items which may be available from other sources. If rail dust remover is not available in your area, call one of the numbers listed above for a distributor near your location. Warranty Information (excluding Saab U.S. Models) Important Refer to the Policy & Procedures Manual, section 1.2.1.7 for detailed information regarding warranty coverage for this condition. Important In certain cases where the vehicle finish is severely damaged and the actual repair time exceeds the published time, the additional time should be submitted in the "Other Labor Hours" field. Warranty Information (Saab U.S. Models) Disclaimer Technical Service Bulletin # 33-17-01A Date: 971201 Exhaust System - Paint Peeling from Painted Muffler Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Other Service Bulletins for Paint: > Page 7152 File In Section: 10 - Body Bulletin No.: 33-17-01A Date: December, 1997 Subject: Paint Peeling from Muffler (New Repair Paint Available) Models: 1993-98 Passenger Cars with Painted Mufflers This bulletin is being revised to add additional model years. Please discard Corporate Bulletin Number 33-17-01 (Section 10 - Body). Condition Some owners may experience paint peeling from the muffler. Correction Clean and repaint the affected area using the following procedure and product. Important: DO NOT REPLACE COMPONENTS TO REPAIR THIS CONDITION. The exhaust system must be cold to begin this procedure. Material Required: * Wabash Products # KB-318-HHHS, available in pints or quarts as ready to spray material (no mixing required). Call Wabash Products, 1-800-326-7269 or 812-232-6097 for pricing and shipping information. Procedure On a cold exhaust system: 1. Raise vehicle on hoist. 2. While supporting exhaust with a transmission jack, remove the rear exhaust system hangers and lower the exhaust. 3. Clean the affected area with a wax and grease remover, lacquer thinner or other suitable solvent. 4. Wire brush the affected area to remove flaking paint and blow off with air. 5. Sand the affected area with # 80 to 150 grit sandpaper to remove rust, dirt or other contaminants. 6. Clean the affected area with a wax and grease remover, lacquer thinner or other suitable solvent. 7. Tape off the rear lower body panels and exhaust pipes forward of mufflers to protect from overspray. 8. Apply paint to affected area in several (6 to 8) thin coats (to prevent sags and runs) obtaining approximately 1 mil paint coverage. 9. Raise exhaust system with jack, reinstall exhaust hangers, lower vehicle and remove from hoist. ^ Allow 30 minutes drying time. 10. In a well ventilated area, start engine and allow to idle for up to 30 minutes until paint is cured and dry. Important: Some "smoking" will occur while curing the paint with the engine running. The paint can be heated and cured while driving, but be careful not to get the exhaust system wet during the first 30 minutes. Warranty Information Labor Material Operation Labor Time Allowance Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Other Service Bulletins for Paint: > Page 7153 A6150 0.6 hr - Single Exhaust GC Add 0.2 hr - Dual Exhaust GC Important: While the above procedure and materials are correct for vehicles from 1993 to 1998, the Labor Operation and Time Allowance only pertains to vehicles in the Warranty period. * We believe this source and their equipment to be reliable. There may be additional manufacturers of such equipment. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or equipment from these firms or for any such items which may be available from other sources. Technical Service Bulletin # 331708 Date: 931101 Paint - Clearcoat Degradation, Chalking and Whitening Group Ref.: Body Bulletin No.: 331708 Date: November, 1993 SUBJECT: CLEARCOAT DEGRADATION - CHALKING AND WHITENING MODELS: PASSENGER CARS WITH BASECOAT/CLEARCOAT CONDITION: The vehicle exterior surface may show large chalky or white patches in the clearcoat, usually but not limited to the horizontal surfaces. Blacks, Dark Blues, Reds, may have potential for this condition. On rare occasions, other colors may be involved. CAUSE: The clearcoat (with sunlight and heat) may degrade and turn white or chalky. IDENTIFICATION: On a clean surface, at or above room temperature, firmly apply a 2" wide piece of masking tape to the chalky or white area of the clearcoat and pull upward quickly. The adhesive side of the tape WILL NOT HAVE THE PAINT COLOR ON IT. A light shine or reduced tackiness may be noticed on the tape adhesive surface, indicating clearcoat transfer to the tape. CORRECTION: Refinish all horizontal surfaces using the following procedure. - Remove the clearcoat layer from all horizontal surfaces and the top surfaces of fenders and quarter panels. NOTE: In some cases, it will be necessary to remove the clearcoat from the upper vertical surfaces of fenders, doors and quarters (approximately 3"), and the top areas directly above the front and rear wheelhouse openings. - Lightly sand any previously exposed base color to remove any chalky residue from the surface. - The vertical surfaces should be sanded and colorcoated to the next lower breakline (typically the body side moldings) for color uniformity of the repair. IMPORTANT: The following procedure covers clearcoat degradation only. It does not address any other paint condition. PROCEDURE: 1. Some vehicle components will be removed, while others will require masking. The list located at the end of this bulletin will establish the removal items. Items not found on the list and non repair areas are to be masked. 2. Prior to removing the paint finish, clean the area to be refinished with soap and water, followed by an appropriate wax and grease remover. 3. Mask the remaining moldings and hardware for protection during sanding. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Other Service Bulletins for Paint: > Page 7154 4. Remove the clearcoat material from all horizontal surfaces (and tops of fenders and quarters) using a DA (dual action orbital sander) and # 120 grit sanding discs. Lightly sand any previously exposed base color to remove any chalky residue from the surface. NOTE: Chemical stripping is not recommended because of negative Impact to moldings, non-metal components, ELPO and environmental concerns. 5. Lightly sand the unaffected vertical panels to the next lower breakline, smooth and "featheredge" the surface to be refinished with # 240 or # 320 grit sandpaper for maximum adhesion. 6. Blow off the sanding dust and residue. 7. Remove masking tape and remask all necessary areas for priming. 8. Wipe and clean repair area with an appropriate wax and grease remover. 9. Wipe repair area with a tack rag. 10. Apply a coat of self etching or epoxy primer to the bare metal areas exposed during the sanding process. Follow manufacturer's instructions and recommended dry times. Typical materials would be: DuPont 615S/616S, BASF DE17/PR80/DA18, PPG DP40/DP401 or equivalent. V.O.C. materials would be: DuPont 615S/616S, BASF DE17/PR80/DA18, PPG DCP21/DCP212 or equivalent. 11. Apply two to three medium wet coats of primer surfacer to the entire repair area (including vertical surfaces) of the vehicle, following manufacturer's instructions for application and film build requirements. NOTE: A guide coat Is recommended to highlight high and low spots during the wet or dry sanding process. Typical materials would be: DuPont 1120S/1130S/1125S, BASF DP20/PR80/PH36, PPG K36/DT870/K201 or equivalent. V.O.C. materials would be: DuPont 275S, BASF HP400, PPG DCP21/DCP212 or equivalent. 12. After adequate drying time, wet sand with # 400 grit (or finer) or dry sand with # 320 grit (or finer) sand paper. 13. Repeat steps 6 through 9 and remask the vehicle. 14. Apply a medium coat of primer sealer to the entire repair area. Typical materials would be: DuPont 2610S/2605S, BASF DP21/DH60/PR80, PPG DP40/DP401 or equivalent. V.O.C. materials would be: DuPont 210S, PPG DPW1834 or equivalent. 15. Apply 2 to 3 medium wet coats of basecoat (or until primer is hidden). Follow manufacturer's instructions and recommended dry times. 16. Apply clearcoat. Follow manufacturer's instructions and recommended dry times. 17. After sufficient force dry or air dry time, remove masking. 18. Spot finesse/polish as required. 19. Reinstall previously removed hardware and moldings. HARDWARE ITEM REMOVAL Vehicles have many different hardware options and treatments, but the following list of items can be used as guidelines for item removal. ^ Windshield moldings (non-modular type windows) ^ Back window moldings (non-modular type windows) ^ Side view mirrors (outer panel mounted) ^ Ft. door belt seal strips (doors without window frames) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Other Service Bulletins for Paint: > Page 7155 ^ Name plates on fenders, doors, quarters, fascias and deck lids ^ Antenna base (power or fixed mast types) ^ Wiper arms (on vehicles with cowl grilles) ^ Cowl vent grille ^ Fender marker lamps ^ Tail lamps ^ Rocker aero molding emblems ^ Roof weld seam moldings ^ Auxiliary weatherstrips ^ Deck lid lock cyl. cover ^ Wheel opening moldings ^ Roof drip scalp moldings ^ Door edge guards* ^ Spoilers* ^ Luggage racks* ^ Hood grills/ornaments* ^ Decals* ^ Stripes* ^ Body side moldings if mechanically retained. If adhesive retained, mask molding. NOTE: Only items marked with an asterisk are "add" conditions to the Major Operation being performed. Removal time for the other Items listed is included in the allowance. LABOR OPERATION: A6110 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Other Service Bulletins for Paint: > Page 7156 TIME ALLOWANCE: See Chart That Follows (**) NOTE: The time allowances provided on the chart includes the hardware removal and installation (as indicated by the list guidelines), the masking and unmasking of the vehicle, clearcoat removal (as indicated by the guidelines), the refinish (and colorcoat when required), mix time for primer/paint and clearcoat, finesse/polish where required, washing and preparing the vehicle for delivery. Technical Service Bulletin # 05-08-51-008C Date: 090622 Body - Bumps or Rust Colored Spots in Paint TECHNICAL Bulletin No.: 05-08-51-008C Date: June 22, 2009 Subject: Bumps or Rust Colored Spots in Paint Due to Rail or Iron Dust (Remove Rail Dust) Models: 1994-2010 GM Passenger Cars and Trucks (Including Saturn) 2003-2010 HUMMER H2 2006-2010 HUMMER H3 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 05-08-51-008B (Section 08 - Body and Accessories). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Other Service Bulletins for Paint: > Page 7157 Condition Visible rust colored spots or bumps on a vehicle's paint surface from rail or iron dust. Cause Rail dust comes from tiny iron particles produced from the friction between train wheels and the tracks and gets deposited on the vehicle surfaces. Iron dust can get deposited on the surface if the vehicle is stored near any operation producing iron dust such as an iron ore yard. Either material can lay on top of, or become embedded in, the paint surface. Correction Because the severity of the condition varies, proper diagnosis of the damage is critical to the success of repairs. Diagnosis should be performed on horizontal surfaces (hood, roof, deck lid, pick up box, etc.) after the vehicle has been properly cleaned. There are two types of repair materials recommended to repair rail dust or iron dust: 1. GEL TYPE OXALIC ACID: - Has the characteristics of the liquid type oxalic acid but stays where you put it because of its gel consistency. 2. CLAY TYPE NON-ACID BASED: - Requires surface lubricant during use. - Has different grades available. Caution Rail dust remover (Oxalic Acid) is an acidic substance containing chemicals that will break down the iron particles embedded in the finish. When working with rail dust remover, use the necessary safety equipment, including gloves and goggles. Follow the chemical manufacturer's directions closely because it may require special handling and disposal. If, upon inspection, some particles are still present, the various chemical manufacturer's processes can be repeated. After the removal process, small pits may remain in the clearcoat and can be corrected, in most cases, with a finesse/polish operation. Procedure 1. Move the vehicle to a cool shaded area and make sure that the vehicle surfaces are cool during the removal process. DO NOT PERFORM THE REMOVAL PROCESS IN DIRECT SUNLIGHT OR ON A VEHICLE WITH HOT OR WARM BODY PANELS. 2. Wash the vehicle with soap and water. Dry it immediately and clean the affected areas with a wax and grease remover. 3. Perform the removal process according to the chemical manufacturer's directions. Once the damage has been repaired, the final step involves a polishing process. Rail Dust Remover Manufacturers Use the chemical manufacturers listed below, or equivalent: Auto Magic(R) or Clay Magic(R) products available from: Auto Wax Company, Inc. 1275 Round Table Dr. Dallas, TX 75247 (800) 826-0828 (Toll-Free) or (214) 631-4000 (Local) Fax (214) 634-1342 www.automagic.com [email protected] E038 Fallout Gel or E038E Liquid Fallout Remover II available from: Valvoline Car Brite Company 1910 South State Avenue Indianapolis, In 46203 (800) 347-2439 (Toll Free) or (317) 788-9925 (Local) Fax (317) 788-9930 www.carbrite.com [email protected] *We believe these sources and their products to be reliable. There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from these firms or for any such items which may be available from other Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Other Service Bulletins for Paint: > Page 7158 sources. If rail dust remover is not available in your area, call one of the numbers listed above for a distributor near your location. Warranty Information (excluding Saab U.S. Models) Important Refer to the Policy & Procedures Manual, section 1.2.1.7 for detailed information regarding warranty coverage for this condition. Important In certain cases where the vehicle finish is severely damaged and the actual repair time exceeds the published time, the additional time should be submitted in the "Other Labor Hours" field. Warranty Information (Saab U.S. Models) Disclaimer Technical Service Bulletin # 33-17-01A Date: 971201 Exhaust System - Paint Peeling from Painted Muffler File In Section: 10 - Body Bulletin No.: 33-17-01A Date: December, 1997 Subject: Paint Peeling from Muffler (New Repair Paint Available) Models: 1993-98 Passenger Cars with Painted Mufflers This bulletin is being revised to add additional model years. Please discard Corporate Bulletin Number 33-17-01 (Section 10 - Body). Condition Some owners may experience paint peeling from the muffler. Correction Clean and repaint the affected area using the following procedure and product. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Other Service Bulletins for Paint: > Page 7159 Important: DO NOT REPLACE COMPONENTS TO REPAIR THIS CONDITION. The exhaust system must be cold to begin this procedure. Material Required: * Wabash Products # KB-318-HHHS, available in pints or quarts as ready to spray material (no mixing required). Call Wabash Products, 1-800-326-7269 or 812-232-6097 for pricing and shipping information. Procedure On a cold exhaust system: 1. Raise vehicle on hoist. 2. While supporting exhaust with a transmission jack, remove the rear exhaust system hangers and lower the exhaust. 3. Clean the affected area with a wax and grease remover, lacquer thinner or other suitable solvent. 4. Wire brush the affected area to remove flaking paint and blow off with air. 5. Sand the affected area with # 80 to 150 grit sandpaper to remove rust, dirt or other contaminants. 6. Clean the affected area with a wax and grease remover, lacquer thinner or other suitable solvent. 7. Tape off the rear lower body panels and exhaust pipes forward of mufflers to protect from overspray. 8. Apply paint to affected area in several (6 to 8) thin coats (to prevent sags and runs) obtaining approximately 1 mil paint coverage. 9. Raise exhaust system with jack, reinstall exhaust hangers, lower vehicle and remove from hoist. ^ Allow 30 minutes drying time. 10. In a well ventilated area, start engine and allow to idle for up to 30 minutes until paint is cured and dry. Important: Some "smoking" will occur while curing the paint with the engine running. The paint can be heated and cured while driving, but be careful not to get the exhaust system wet during the first 30 minutes. Warranty Information Labor Material Operation Labor Time Allowance A6150 0.6 hr - Single Exhaust GC Add 0.2 hr - Dual Exhaust GC Important: While the above procedure and materials are correct for vehicles from 1993 to 1998, the Labor Operation and Time Allowance only pertains to vehicles in the Warranty period. * We believe this source and their equipment to be reliable. There may be additional manufacturers of such equipment. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or equipment from these firms or for any such items which may be available from other sources. Technical Service Bulletin # 331708 Date: 931101 Paint - Clearcoat Degradation, Chalking and Whitening Group Ref.: Body Bulletin No.: 331708 Date: November, 1993 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Other Service Bulletins for Paint: > Page 7160 SUBJECT: CLEARCOAT DEGRADATION - CHALKING AND WHITENING MODELS: PASSENGER CARS WITH BASECOAT/CLEARCOAT CONDITION: The vehicle exterior surface may show large chalky or white patches in the clearcoat, usually but not limited to the horizontal surfaces. Blacks, Dark Blues, Reds, may have potential for this condition. On rare occasions, other colors may be involved. CAUSE: The clearcoat (with sunlight and heat) may degrade and turn white or chalky. IDENTIFICATION: On a clean surface, at or above room temperature, firmly apply a 2" wide piece of masking tape to the chalky or white area of the clearcoat and pull upward quickly. The adhesive side of the tape WILL NOT HAVE THE PAINT COLOR ON IT. A light shine or reduced tackiness may be noticed on the tape adhesive surface, indicating clearcoat transfer to the tape. CORRECTION: Refinish all horizontal surfaces using the following procedure. - Remove the clearcoat layer from all horizontal surfaces and the top surfaces of fenders and quarter panels. NOTE: In some cases, it will be necessary to remove the clearcoat from the upper vertical surfaces of fenders, doors and quarters (approximately 3"), and the top areas directly above the front and rear wheelhouse openings. - Lightly sand any previously exposed base color to remove any chalky residue from the surface. - The vertical surfaces should be sanded and colorcoated to the next lower breakline (typically the body side moldings) for color uniformity of the repair. IMPORTANT: The following procedure covers clearcoat degradation only. It does not address any other paint condition. PROCEDURE: 1. Some vehicle components will be removed, while others will require masking. The list located at the end of this bulletin will establish the removal items. Items not found on the list and non repair areas are to be masked. 2. Prior to removing the paint finish, clean the area to be refinished with soap and water, followed by an appropriate wax and grease remover. 3. Mask the remaining moldings and hardware for protection during sanding. 4. Remove the clearcoat material from all horizontal surfaces (and tops of fenders and quarters) using a DA (dual action orbital sander) and # 120 grit sanding discs. Lightly sand any previously exposed base color to remove any chalky residue from the surface. NOTE: Chemical stripping is not recommended because of negative Impact to moldings, non-metal components, ELPO and environmental concerns. 5. Lightly sand the unaffected vertical panels to the next lower breakline, smooth and "featheredge" the surface to be refinished with # 240 or # 320 grit sandpaper for maximum adhesion. 6. Blow off the sanding dust and residue. 7. Remove masking tape and remask all necessary areas for priming. 8. Wipe and clean repair area with an appropriate wax and grease remover. 9. Wipe repair area with a tack rag. 10. Apply a coat of self etching or epoxy primer to the bare metal areas exposed during the sanding process. Follow manufacturer's instructions and recommended dry times. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Other Service Bulletins for Paint: > Page 7161 Typical materials would be: DuPont 615S/616S, BASF DE17/PR80/DA18, PPG DP40/DP401 or equivalent. V.O.C. materials would be: DuPont 615S/616S, BASF DE17/PR80/DA18, PPG DCP21/DCP212 or equivalent. 11. Apply two to three medium wet coats of primer surfacer to the entire repair area (including vertical surfaces) of the vehicle, following manufacturer's instructions for application and film build requirements. NOTE: A guide coat Is recommended to highlight high and low spots during the wet or dry sanding process. Typical materials would be: DuPont 1120S/1130S/1125S, BASF DP20/PR80/PH36, PPG K36/DT870/K201 or equivalent. V.O.C. materials would be: DuPont 275S, BASF HP400, PPG DCP21/DCP212 or equivalent. 12. After adequate drying time, wet sand with # 400 grit (or finer) or dry sand with # 320 grit (or finer) sand paper. 13. Repeat steps 6 through 9 and remask the vehicle. 14. Apply a medium coat of primer sealer to the entire repair area. Typical materials would be: DuPont 2610S/2605S, BASF DP21/DH60/PR80, PPG DP40/DP401 or equivalent. V.O.C. materials would be: DuPont 210S, PPG DPW1834 or equivalent. 15. Apply 2 to 3 medium wet coats of basecoat (or until primer is hidden). Follow manufacturer's instructions and recommended dry times. 16. Apply clearcoat. Follow manufacturer's instructions and recommended dry times. 17. After sufficient force dry or air dry time, remove masking. 18. Spot finesse/polish as required. 19. Reinstall previously removed hardware and moldings. HARDWARE ITEM REMOVAL Vehicles have many different hardware options and treatments, but the following list of items can be used as guidelines for item removal. ^ Windshield moldings (non-modular type windows) ^ Back window moldings (non-modular type windows) ^ Side view mirrors (outer panel mounted) ^ Ft. door belt seal strips (doors without window frames) ^ Name plates on fenders, doors, quarters, fascias and deck lids ^ Antenna base (power or fixed mast types) ^ Wiper arms (on vehicles with cowl grilles) ^ Cowl vent grille ^ Fender marker lamps ^ Tail lamps ^ Rocker aero molding emblems ^ Roof weld seam moldings ^ Auxiliary weatherstrips ^ Deck lid lock cyl. cover Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Other Service Bulletins for Paint: > Page 7162 ^ Wheel opening moldings ^ Roof drip scalp moldings ^ Door edge guards* ^ Spoilers* ^ Luggage racks* ^ Hood grills/ornaments* ^ Decals* ^ Stripes* ^ Body side moldings if mechanically retained. If adhesive retained, mask molding. NOTE: Only items marked with an asterisk are "add" conditions to the Major Operation being performed. Removal time for the other Items listed is included in the allowance. LABOR OPERATION: A6110 TIME ALLOWANCE: See Chart That Follows (**) NOTE: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Paint, Striping and Decals > Paint > System Information > Technical Service Bulletins > All Other Service Bulletins for Paint: > Page 7163 The time allowances provided on the chart includes the hardware removal and installation (as indicated by the list guidelines), the masking and unmasking of the vehicle, clearcoat removal (as indicated by the guidelines), the refinish (and colorcoat when required), mix time for primer/paint and clearcoat, finesse/polish where required, washing and preparing the vehicle for delivery. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Relays and Modules - Body and Frame > Convertible Top Relay > Component Information > Locations Rear Of Passenger Compartment (Convertible) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Relays and Modules - Body and Frame > Convertible Top Relay > Component Information > Locations > Page 7168 Harness Connector Faces: Convertable Top Relay Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Relays and Modules - Body and Frame > Door Module > Component Information > Locations Convenience Center Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Relays and Modules - Body and Frame > Power Door Lock Control Module > Component Information > Locations > Auto Door Lock Module/Enable Relay Power Door Lock Control Module: Locations Auto Door Lock Module/Enable Relay The Automatic Door Unlock Module is located at the left hand side of the Dash, near C100. LH Rear Of Engine Compartment LH Rear Of Engine Compartment C100 (42 cavities) is located at the upper left hand side of Engine Compartment. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Relays and Modules - Body and Frame > Power Door Lock Control Module > Component Information > Locations > Auto Door Lock Module/Enable Relay > Page 7176 Convenience Center Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Relays and Modules - Body and Frame > Power Door Lock Control Module > Component Information > Locations > Page 7177 Harness Connector Faces: Door Unlock Module Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Relays and Modules - Body and Frame > Power Door Lock Relay > Component Information > Locations RH Front Door (Convertible) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Relays and Modules - Body and Frame > Power Door Lock Relay > Component Information > Locations > Page 7181 Harness Connector Faces: Automatic Door Lock Relay Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Relays and Modules - Body and Frame > Trunk / Liftgate Relay > Component Information > Locations > Component Locations Behind RH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Relays and Modules - Body and Frame > Trunk / Liftgate Relay > Component Information > Locations > Component Locations > Page 7186 Behind RH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Roof and Associated Components > Convertible Top > Convertible Top Frame > Component Information > Technical Service Bulletins > Folding Top Rear Side Rail - Removal and Installation Convertible Top Frame: Technical Service Bulletins Folding Top Rear Side Rail - Removal and Installation Group Ref.: 10 - Body Bulletin No.: 431029 Date: June, 1994 SERVICE MANUAL UPDATE SUBJECT: SECTION 10 - TO ADD FOLDING TOP REAR SIDE RAIL REMOVAL AND INSTALLATION PROCEDURE MODELS: 1986-94 CHEVROLET CAVALIER 1986-94 PONTIAC SUNBIRD This bulletin is being issued to add the folding top rear side rail removal and installation procedure not previously provided in Section 10 of the appropriate Service Manual. REMOVE OR DISCONNECT: (Refer to illustration) 1. Clevis pin attaching cylinder to rear side rail. 2. Quarter window weatherstrip retainer (do not remove 3 lower nuts attaching weatherstrip to rear side rail). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Roof and Associated Components > Convertible Top > Convertible Top Frame > Component Information > Technical Service Bulletins > Folding Top Rear Side Rail - Removal and Installation > Page 7193 3. Bottom and top tension cables. 4. Bow # 3 from rear side rail. 5. Front side rail from rear side rail. 6. Bow # 4 link from rear side rail. 7. Rear side rail lower pivot bolt. 8. Inner arm upper pivot bolt. 9. Rear side rail. 10. Quarter window weatherstrip from rear side rail. INSTALL OR CONNECT: (Refer to illustration) Note: Tighten all bolts and nuts to 20.3 N-m (15 lbs.ft.). Tighten all screws until fully seated, fastened, not stripped. 1. Lower 3 nuts attaching quarter window weatherstrip to rear side rail. 2. Rear side rail. 3. Rear side rail lower pivot bolt. 4. Clevis pin attaching cylinder to rear side rail. Use a cotter pin to secure the clevis pin. DO NOT reuse the hairpin clip if used. 5. Front side rail to rear side rail. 6. Position folding top halfway up. 7. Bow # 4 link to rear side rail. 8. Inner arm upper pivot bolt. 9. Bow # 3 to rear side rail. 10. Bottom and top tension cables. 11. Quarter window weatherstrip retainer. 12. Quarter window weatherstrip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Roof and Associated Components > Convertible Top > Convertible Top Pump > Component Information > Locations Convertible Top Pump: Locations Hydraulic Power Assembly is located In Luggage Compartment, behind center of Rear Seat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Roof and Associated Components > Convertible Top > Convertible Top Relay > Component Information > Locations Rear Of Passenger Compartment (Convertible) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Roof and Associated Components > Convertible Top > Convertible Top Relay > Component Information > Locations > Page 7200 Harness Connector Faces: Convertable Top Relay Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Roof and Associated Components > Convertible Top > Convertible Top Switch > Component Information > Locations LH Front Of Door (Convertible) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Roof and Associated Components > Convertible Top > Convertible Top Switch > Component Information > Locations > Page 7204 Harness Connector Faces: Convertable Top Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Roof and Associated Components > Sunroof / Moonroof > Component Information > Technical Service Bulletins > Webasto Sunroof System - Information Hotline Sunroof / Moonroof: Technical Service Bulletins Webasto Sunroof System - Information Hotline Group Ref.: Body Bulletin No.: 431018A Date: May, 1994 INFORMATION SUBJECT: VEHICLES EQUIPPED WITH A WEBASTO SUNROOF SYSTEM MODELS: 1987-94 BUICK MODELS 1987-94 CADILLAC MODELS 1988-94 CHEVROLET MODELS 1987-94 OLDSMOBILE MODELS 1986-94 PONTIAC MODELS THIS BULLETIN IS BEING REVISED TO INCLUDE CHEVROLET AND PONTIAC VEHICLES. PLEASE DISCARD BULLETIN 431018. Webasto Sunroof Corporation has established a hotline for information pertaining to parts or serviceability of Webasto sunroofs. Call 1-800-995-5911 with any questions concerning these issues. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Seats > Head Restraint System > System Information > Technical Service Bulletins > Restraints - Driver/Passenger Seat Head Rest Information Head Restraint System: Technical Service Bulletins Restraints - Driver/Passenger Seat Head Rest Information INFORMATION Bulletin No.: 10-08-50-003A Date: March 24, 2011 Subject: Information on Driver or Passenger Seat Head Restraint Concerns with Comfort, Custom Upholstery or Other Comfort Enhancing Devices Models: 2012 and Prior GM Passenger Cars and Trucks Equipped with Adjustable Head Restraints Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 10-08-50-003 (Section 08 - Body and Accessories). Important ON A GM VEHICLE EQUIPPED WITH ADJUSTABLE HEAD RESTRAINTS, USE THE HEAD RESTRAINT COVERS, FOAM AND OTHER SEAT-RELATED EQUIPMENT AS RELEASED BY GM FOR THAT VEHICLE. DO NOT ALTER OR REPOSITION THE HEAD RESTRAINT SYSTEM. ANY ALTERATIONS TO HEAD RESTRAINTS DEFEATS THE INTENDED DESIGN OF THE SYSTEM. GM WILL NOT BE LIABLE FOR ANY PROBLEMS CAUSED BY USE OF SUCH IMPROPER DESIGN ALTERATIONS, INCLUDING ANY WARRANTY REPAIRS INCURRED. You may have a customer with a concern that the head restraint is uncomfortable or sits too far forward. The front driver and passenger seats are equipped with head restraints that have been designed to help minimize injuries while still providing comfort to the occupants. Each GM vehicle has its own specifically designed head restraint. The head restraints should only be used in the vehicle for which they were designed. The head restraint will not operate to its design intent if the original foam is replaced (1) by non-GM foam or head restraint, (2) by GM foam or head restraint designed for a different vehicle, (3) by GM foam or head restraint that has been altered by a trim shop or (4) if any object, such as an aftermarket comfort enhancing pad or device, is installed. Never modify the design of the head restraint or remove the head restraint from the vehicle as this may interfere with the operation of the seating and restraint systems and may prevent proper positioning of the passenger within the vehicle. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Seats > Seat Cover > Component Information > Technical Service Bulletins > Interior - Seat Cover Wrinkle/Crease/Burn Info Seat Cover: Technical Service Bulletins Interior - Seat Cover Wrinkle/Crease/Burn Info INFORMATION Bulletin No.: 04-08-50-006D Date: September 09, 2010 Subject: Minor Wrinkles/Creases, Discoloration, Cigarette Burns and Customer Induced Cuts and Stains on Front and Rear Driver and Passenger Seats with Leather, Vinyl or Cloth Seat Covers Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2009 and Prior HUMMER H2 2010 and Prior HUMMER H3 2009 and Prior Saab 9-7X 2010 and Prior Saturn Supercede: This bulletin is being revised to add a model year. Please discard Corporate Bulletin Number 04-08-50-006C (Section 08 - Body and Accessories). If a customer comes in to your dealership due to certain conditions of the seat covers (splits, wrinkles, loose stitching, etc.), you must examine the seat cover in order to determine the validity of the customer claim. Some components from the above listed vehicles have been returned to the Warranty Parts Center (WPC) and analysis of these parts showed "customer induced damage" or No Trouble Found (NTF). The dealer should pay particular attention to the following conditions: - Cigarette burns Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Seats > Seat Cover > Component Information > Technical Service Bulletins > Interior - Seat Cover Wrinkle/Crease/Burn Info > Page 7218 - Customer induced cuts (knife cuts, cut by customer tools, etc.) - Paint stains (customer should have cleaned paint stains while paint was still wet) - Coffee stains and other removable dirt These should be cleaned as described in the Owner's Manual under Appearance Care. Also, refer to Corporate Bulletin Number 06-00-89-029A or later. - Evidence of chemicals used for cleaning, other than those specified in the Owner's Manual - Other chemical spills - Minor and normal leather wrinkles as a result of use - Other defects to the seat cover not detected during the pre-delivery inspection (PDI). Inform the customer that the above issues were not present when the vehicle was purchased and cannot be replaced under warranty. The covers, however, may be repaired or replaced at the customer's expense. The following conditions are not caused by the customer and should be covered by warranty: - Split seams Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Seats > Seat Cover > Component Information > Technical Service Bulletins > Interior - Seat Cover Wrinkle/Crease/Burn Info > Page 7219 - Wear/cracking/peeling - Discoloration/dye transfer from customer clothing (if discoloration/dye transfer is not removed after using GM Leather and Vinyl Plastic Cleaner, P/N 88861401 (in Canada, P/N 88861409), replace the covers.) Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Seats > Seat Cover > Component Information > Technical Service Bulletins > Interior - Seat Cover Wrinkle/Crease/Burn Info > Page 7220 Seat Cover: Technical Service Bulletins Interior - Elimination Of Unwanted Odors INFORMATION Bulletin No.: 00-00-89-027E Date: September 29, 2008 Subject: Eliminating Unwanted Odors in Vehicles Models: 2009 and Prior GM Passenger Cars and Trucks (including Saturn) 2009 and Prior HUMMER H2, H3 Vehicles 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add model years and refine the instructions. Please discard Corporate Bulletin Number 00-00-89-027D (Section 00 - General Information). Vehicle Odor Elimination General Motors offers a product that may control or eliminate odors in the interior and luggage compartment areas of GM vehicles. GM Vehicle Care Odor Eliminator is a non-toxic, biodegradable odor remover. This odorless product has been shown to greatly reduce or remove objectionable smells of mold and mildew resulting from vehicle water leaks (as well as customer created odors, i.e. smoke). You may use GM Vehicle Care Odor Eliminator on fabrics, vinyl, leather, carpet and sound deadening materials. It may also be induced into HVAC modules and instrument panel ducts (for the control of non-bacterial related odors). Important: This product leaves no residual scent and should not be sold as or considered an air freshener. Product action may result in the permanent elimination of an odor and may be preferable to customers with allergies who are sensitive to perfumes. How to Use This Product GM Vehicle Care Odor Eliminator may be sprayed on in a ready-to-use formula or used in steam cleaners as an additive with carpet shampoo. This water-based, odorless product is safe for all vehicle interiors. Do not wet or soak any interior surface that plain water would cause to deteriorate, as this product will have the same effect. Also avoid letting this product come into contact with vinegar or any acidic substance. Acid-based products will hamper the effectiveness of, or render GM Vehicle Care Odor Eliminator inert. Note: Complete eight page treatment sheets are enclosed within each case of GM Vehicle Care Odor Eliminator. These treatment instructions range from simple vehicle odor elimination to full step by step procedures for odor removal from water leaks. If lost, contact 800-977-4145 to get a replacement set faxed or e-mailed to your dealership. Instructions and cautions are printed on the bottle, but additional help is available. If you encounter a difficult to eliminate or reoccurring odor, you may call 1-800-955-8591 (in Canada, 1-800-977-4145) to obtain additional information and usage suggestions. Important: This product may effectively remove odors when directly contacting the odor source. It should be used in conjunction with diagnostic procedures (in cases such as a water leak) to first eliminate the root cause of the odor, and then the residual odor to permanently correct the vehicle condition. Vehicle Waterleak Odor Elimination STEP ONE: Confirm that all water leaks have been repaired. Determine what areas of the vehicle were water soaked or wet. Components with visible mold/mildew staining should be replaced. Isolate the odor source inside the vehicle. Often an odor can be isolated to an area or component of the vehicle interior by careful evaluation. Odor evaluation may need to be performed by multiple persons. Another method of isolating an odor source is to remove and segregate interior trim and components. Plastic sheeting or drop cloths can be used to confine seats, headliners, etc. to assist in evaluation and diagnoses. If appropriate the vehicle and interior trim should be evaluated separately to determine if the odor stays with the vehicle or the interior components. Odors that stay with the vehicle may be isolated to insulating and sound deadening materials (i.e. water leak at the windshield or standing water in the front foot well area caused mold/mildew to form on the bulkhead or kick panel sound deadening pads. If the interior is removed the floor pan and primed/painted surfaces should be treated with bleach/soap solution, rinsed with clean water and dried. Interior surfaces should then be treated with GM Vehicle Care Odor Eliminator product before reinstalling carpet or reassembling. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Seats > Seat Cover > Component Information > Technical Service Bulletins > Interior - Seat Cover Wrinkle/Crease/Burn Info > Page 7221 The GM Vehicle Care Odor Eliminator product is an effective odor elimination product when used properly. It must come into direct contact with the odor source. It should be used in conjunction with diagnostic procedures to first eliminate the root cause of the odor. Some procedures for use after odor root cause correction are: STEP TWO: ^ Use the trigger spray head. ^ Put a drop of dish soap the size of a quarter in the bottom of a bottle. ^ Add 8 oz. of GM Vehicle Care Odor Eliminator (1 cup) to the dish soap and top off the bottle with tap water. ^ This formula should be used on hard surfaces (dash, interior plastic molding, and floor pan) STEP THREE: The third step to neutralizing the vehicle is a light to medium treatment of all carpeting and upholstered seats with the GM Vehicle Care Odor Eliminator formula and a wide fan spray setting (at full strength) (i.e.: carpeting on the driver's side requires 4-5 triggers pulls for coverage). The headliner and trunk should be sprayed next. Lightly brushing the formula into the carpeting and upholstery is a recommended step for deep odor problems. The dash and all hard surfaces should be sprayed with dish soap/water mixture. Let stand for 1-2 minutes then wipe off the surface. STEP FOUR: (vehicle ventilation system treatment) The ventilation system is generally the last step in the treatment of the vehicle. a. Spray the GM Vehicle Care Odor Eliminator formula into all dash vents. (1-2 trigger pulls per vent). b. Start the vehicle and turn the vehicle fan on high cool (not A/C setting). c. Spray the formula (10 trigger pulls) into the outside fresh air intake vent (cowl at base of windshield) d. Enter the vehicle after 1 minute and wipe off the excess formula spurting out of the dash vents. e. Smell the air coming from the dash vents. If odors are still present, spray another 5 triggers into the cowl, wait another minute and smell the results. Once you have obtained a fresh, clean smell coming from the vents, turn the system to the A/C re-circulation setting. Roll up the windows, spray 3-5 pumps into the right lower IP area and let the vehicle run with the fan set on high for 5-7 minutes. Please follow this diagnosis process thoroughly and complete each step. If the condition exhibited is resolved without completing every step, the remaining steps do not need to be performed. If these steps do not resolve the condition, please contact GM TAC for further diagnostic assistance. Additional Suggestions to Increase Customer Satisfaction Here are some additional ideas to benefit your dealership and to generate greater customer enthusiasm for this product. ^ Keep this product on-hand for both the Service Department and the Used Car lot. Add value to your used car trades; treat loaner and demo cars during service and at final sale to eliminate smoke, pet, and other common odors offensive to customers. Make deodorizing a vehicle part of your normal vehicle detailing service. ^ Consider including GM Vehicle Care Odor Eliminator as a give-away item with new vehicle purchases. Many dealers give away as "gifts" various cleaning supplies at time of delivery. GM Odor Eliminator is one of a few products GM offers that has as many uses in the home as in the vehicle. Customers may find this product can be used for a host of recreational activities associated with their new vehicle, such as deodorizing a boat they tow, or a camper. ^ GM Odor Eliminator and many of the GM Vehicle Care products offer you the chance to increase dealership traffic as these superior quality products cannot be purchased in stores. Many Dealerships have product displays at the parts counter. Consider additional displays in the Customer Service Lounge, the Showroom and at the Service Desk or Cashier Window. Many customers who purchase vehicles and receive regular maintenance at your dealership may never visit the parts counter, and subsequently are not exposed to the variety and value that these products offer. Parts Information Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Seats > Seat Cover > Component Information > Technical Service Bulletins > Interior - Seat Cover Wrinkle/Crease/Burn Info > Page 7222 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Seats > Seat Cover > Component Information > Technical Service Bulletins > Interior - Seat Cover Wrinkle/Crease/Burn Info > Page 7223 Seat Cover: Technical Service Bulletins Leather Seat Covers - Cleaning Procedure File In Section: 10 - Body Bulletin No.: 43-16-06 Date: October, 1994 Subject: Cleaning Procedure for Leather Seat Covers Models: 1995 and Prior Passenger Cars and "C/K" and "S/T" Trucks If leather seat covers are being returned only because they are dirty, a more aggressive cleaning procedure is recommended by General Motors prior to replacing covers. Procedure Dirty or soiled leather seat covers should be cleaned with a mild soap and water solution, using clean soft cloths. When this procedure proves inadequate, a commercially available leather cleaner, "Tanner's Preserve Leather Cleaner"* should be used with a 3M "Type T"* scrubbing pad. Important: The type of scrubbing pad is very critical because the common 3M Scotch-Brite green pad is too aggressive and will damage the leather finish. The cleaner is available from "First Brands" by calling 1-800-726-1001, identifying yourself as a GM dealership, requesting "Tanner's Preserve Leather Cleaner" product, number AS-330, quantity and shipping address. This product is also available at stores. The 3M "Type T" scrubbing pad is available from a 3M distributor. Call 1-800-742-9546 for the nearest distributor and then request the Scotch-Brite Clean and Finish Sheet, "Type T", in 6 x 9 inch sheets, UPC code number 048011-01276. * We believe these sources and their equipment to be reliable. There may be additional manufacturers of such equipment. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or equipment from these firms or for any such items which may be available from other sources. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Sensors and Switches - Body and Frame > Convertible Top Switch > Component Information > Locations LH Front Of Door (Convertible) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Sensors and Switches - Body and Frame > Convertible Top Switch > Component Information > Locations > Page 7228 Harness Connector Faces: Convertable Top Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Sensors and Switches - Body and Frame > Power Door Lock Switch > Component Information > Technical Service Bulletins > Customer Interest for Power Door Lock Switch: > 438101B > Sep > 95 > Interior - Lights Remain On/Battery Becomes Rundown Power Door Lock Switch: Customer Interest Interior - Lights Remain On/Battery Becomes Rundown File In Section: 8 - Chassis/Body Electrical Bulletin No.: 43-81-01B Date: September, 1995 Subject: Battery Rundown/Interior Lights Remain On (Diagnostic Check/Replace Door Handle Switch) Models: 1992-94 Chevrolet Cavalier 1994 Chevrolet Corsica, Beretta 1992-94 Pontiac Sunbird This bulletin is being revised to update the correction procedure and parts and warranty information. Please discard Corporate Bulletin Number 43-81-01A (Section 8 - Chassis/Body Electrical). Condition Some owners may experience interior lights staying "ON" after all doors are closed and after the Multi-Function Alarm Module's inadvertent lighting function has timed out, causing battery rundown. In the Corsica/Beretta, the Multi-Function Alarm Module will automatically turn off the interior lights after 20 minutes. The Cavalier and Sunbird's interior lights will continue to light indefinitely. Cause The LH and/or RH front door handle switch(es) may be providing a resistive path to ground which may cause the Multi-Function Alarm Module to sense that the door(s) are falsely open. Correction Follow the diagnostic procedure as listed below. If a resistance other than the specified value registers during testing, replace the malfunctioning door handle switch, (see P/N chart). Continue through the entire test to check that both the RH and LH door handle switches are functioning properly. 1. Disconnect the Multi-Function Alarm Module. 2. With the LH front door open, measure the resistance from: Term "J" to Term "P" (J Car) CONN C1, Term "H" to CONN C2, Term "E" (L Car) Resistance should be between 0 - 0.5 Ohms. 3. With the LH front door closed, measure the resistance from: Term "J" to Term "P" (J Car) CONN C1, Term "H" to CONN C2, Term "E" (L Car) Resistance should be > 30 Mega Ohms. 4. With the RH front door open, measure the resistance from: Term "K" to Term "P" (J Car) CONN C1, Term "G" to CONN C2, Term "E" (L Car) Resistance should be between 0 - 0.5 Ohms. 5. With the RH front door closed, measure the resistance from: Term "K" to Term "P" (J Car) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Sensors and Switches - Body and Frame > Power Door Lock Switch > Component Information > Technical Service Bulletins > Customer Interest for Power Door Lock Switch: > 438101B > Sep > 95 > Interior - Lights Remain On/Battery Becomes Rundown > Page 7237 CONN C1, Term "G" to CONN 02, Term "E" (L Car) Resistance should be > 30 Mega Ohms. Parts Information All parts are found in Group 10.470 - LOCK ASM F/RH or LH Important: The door handle switches are part of the front side door lock assembly. Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Sensors and Switches - Body and Frame > Power Door Lock Switch > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Power Door Lock Switch: > 438101B > Sep > 95 > Interior - Lights Remain On/Battery Becomes Rundown Power Door Lock Switch: All Technical Service Bulletins Interior - Lights Remain On/Battery Becomes Rundown File In Section: 8 - Chassis/Body Electrical Bulletin No.: 43-81-01B Date: September, 1995 Subject: Battery Rundown/Interior Lights Remain On (Diagnostic Check/Replace Door Handle Switch) Models: 1992-94 Chevrolet Cavalier 1994 Chevrolet Corsica, Beretta 1992-94 Pontiac Sunbird This bulletin is being revised to update the correction procedure and parts and warranty information. Please discard Corporate Bulletin Number 43-81-01A (Section 8 - Chassis/Body Electrical). Condition Some owners may experience interior lights staying "ON" after all doors are closed and after the Multi-Function Alarm Module's inadvertent lighting function has timed out, causing battery rundown. In the Corsica/Beretta, the Multi-Function Alarm Module will automatically turn off the interior lights after 20 minutes. The Cavalier and Sunbird's interior lights will continue to light indefinitely. Cause The LH and/or RH front door handle switch(es) may be providing a resistive path to ground which may cause the Multi-Function Alarm Module to sense that the door(s) are falsely open. Correction Follow the diagnostic procedure as listed below. If a resistance other than the specified value registers during testing, replace the malfunctioning door handle switch, (see P/N chart). Continue through the entire test to check that both the RH and LH door handle switches are functioning properly. 1. Disconnect the Multi-Function Alarm Module. 2. With the LH front door open, measure the resistance from: Term "J" to Term "P" (J Car) CONN C1, Term "H" to CONN C2, Term "E" (L Car) Resistance should be between 0 - 0.5 Ohms. 3. With the LH front door closed, measure the resistance from: Term "J" to Term "P" (J Car) CONN C1, Term "H" to CONN C2, Term "E" (L Car) Resistance should be > 30 Mega Ohms. 4. With the RH front door open, measure the resistance from: Term "K" to Term "P" (J Car) CONN C1, Term "G" to CONN C2, Term "E" (L Car) Resistance should be between 0 - 0.5 Ohms. 5. With the RH front door closed, measure the resistance from: Term "K" to Term "P" (J Car) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Sensors and Switches - Body and Frame > Power Door Lock Switch > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Power Door Lock Switch: > 438101B > Sep > 95 > Interior - Lights Remain On/Battery Becomes Rundown > Page 7243 CONN C1, Term "G" to CONN 02, Term "E" (L Car) Resistance should be > 30 Mega Ohms. Parts Information All parts are found in Group 10.470 - LOCK ASM F/RH or LH Important: The door handle switches are part of the front side door lock assembly. Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Sensors and Switches - Body and Frame > Power Door Lock Switch > Component Information > Locations > Left Front Door Lock Switch Power Door Lock Switch: Locations Left Front Door Lock Switch LH Front Of Door (Coupe) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Sensors and Switches - Body and Frame > Power Door Lock Switch > Component Information > Locations > Left Front Door Lock Switch > Page 7246 LH Front Of Door (Convertible) LH Front Door (Station Wagon Shown, Sedan Similar) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Sensors and Switches - Body and Frame > Power Door Lock Switch > Component Information > Locations > Left Front Door Lock Switch > Page 7247 Power Door Lock Switch: Locations Right Front Door Lock Switch RH Front Of Door (Coupe) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Sensors and Switches - Body and Frame > Power Door Lock Switch > Component Information > Locations > Left Front Door Lock Switch > Page 7248 RH Front Door (Convertible) RH Front Door (Station Wagon Shown, Sedan Similar) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Sensors and Switches - Body and Frame > Power Door Lock Switch > Component Information > Locations > Left Front Door Lock Switch > Page 7249 LH Rear Door (Sedan And Station Wagon) (RH Similar) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Sensors and Switches - Body and Frame > Power Door Lock Switch > Component Information > Diagrams > Left Front Door Lock Switch Harness Connector Faces: LH Front Door Lock Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Sensors and Switches - Body and Frame > Power Door Lock Switch > Component Information > Diagrams > Left Front Door Lock Switch > Page 7252 Harness Connector Faces: RH Front Door Lock Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Sensors and Switches - Body and Frame > Trunk / Liftgate Switch > Component Information > Locations > Component Locations Trunk / Liftgate Switch: Component Locations Tailgate (Station Wagon) Behind RH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Sensors and Switches - Body and Frame > Trunk / Liftgate Switch > Component Information > Locations > Component Locations > Page 7257 Trunk / Liftgate Switch: Connector Locations Behind RH Side Of I/P Behind RH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Weatherstrip > Component Information > Technical Service Bulletins > Customer Interest: > 431511 > Oct > 94 > Door Glass/Quarter Window Area - Waterleak Weatherstrip: Customer Interest Door Glass/Quarter Window Area - Waterleak File In Section: 10 - Body Bulletin No.: 43-15-11 Date: October, 1994 Subject: Waterleak at Door Glass and Quarter Window Area (Diagnostic Service Procedure) Models: 1988-94 Chevrolet Cavalier 1988-94 Pontiac Sunbird (Convertible models only) Caution: To help avoid injury to you or others when raising or lowering the convertible top, keep your hands away from any hinges and linkage and close all latching handles. This bulletin is being issued to help identify potential areas of waterleaks at: A-pillar weatherstrip to front rail weatherstrip, front rail weatherstrip to center rail weatherstrip and center rail weatherstrip to rear rail weatherstrip. Before performing any repair procedures, verify with owner that proper convertible top operating procedures and conditions have been observed as follows: ^ Never raise or lower the top while the car is moving. The wind could get under it and cause damage. ^ If automatic car washes are used, it is recommended that a soft cloth car wash be used and the vehicle climate control system should be set to "vent" and the fan be set at its highest speed. This will prevent the high pressure water from entering around the convertible top. ^ Do not try to lower or raise the convertible top if your vehicle is out in cold weather, 41°F (5°C) or below. The cold can cause cracks and other damage to the convertible top as it is being lowered or raised. ^ Do not lower the convertible top if it is damp or wet. After the convertible top is down, the trapped water can cause stains, mildew and damage to the inside of the vehicle. Be sure to dry off the convertible top before you lower it. ^ Make sure there is nothing in the convertible top storage well (the area behind the rear seat where the convertible top will go) or under the well in the trunk. Even a small item could damage the rear window or convertible top when it is lowered. ^ The convertible top is not designed to carry weight. Never let anyone sit on the convertible top, and do not put anything on top of it when it is up or down, or it could be damaged. ^ All side windows must be partially lowered before lowering or raising convertible top to prevent weatherstrip and seal damage or displacement which could result in water and/or wind leaks. Gathering detailed information from the vehicle owner is a valuable tool in locating and repairing water leaks. It may be necessary to ask leading questions to the location and conditions when water leaks occur. Some helpful questions may be asked as follows: 1. What area of the vehicle does water appear? 2. Does water leak occur when it rains? 3. Does water leak occur when vehicle is washed? 4. Is vehicle washed in an automatic car wash or is it washed by hand? 5. Have seals or weatherstrips been serviced previously? 6. Have door or quarter windows been serviced previously? 7. Has vehicle been in a collision at any time? As an aid in diagnosIng waterleaks, the following video should be reviewed: "Pontiac Tech Track Sunbird Convertible Wlndnoise and Water Leak Diagnosis and AlIgnment". The vehicle should be visually inspected and watertested wIth water test stands as described in Section 10-1 of the appropriate Service Manual. Check and adjust quarter glass alignment if necessary. Refer to Section 10-7 of the appropriate Service Manual. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Weatherstrip > Component Information > Technical Service Bulletins > Customer Interest: > 431511 > Oct > 94 > Door Glass/Quarter Window Area - Waterleak > Page 7266 Check and adjust door glass to quarter glass alignment if necessary. Refer to Sections 10-6 and 10-7 of the appropriate Service Manual. Check and adjust convertible top alignment if necessary. Refer to Section 10-9 of the appropriate Service Manual. Condition 1. Permanent damage to weatherstrips at A-pillar, front rail, center rail and/or rear rail such as: ^ Hole in weatherstrip (refer to Figure 1). ^ Extensively deformed (refer to Figure 1). ^ Torn or badly distorted (refer to Figure 1). 2. Waterleak found between weatherstrip retainer and A-pillar, front rail, center rail or rear rail. 3. Waterleak found between A-pillar weatherstrip to folding top front seal assembly has two potential conditions identified: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Weatherstrip > Component Information > Technical Service Bulletins > Customer Interest: > 431511 > Oct > 94 > Door Glass/Quarter Window Area - Waterleak > Page 7267 ^ Gaping (refer to Figure 2). ^ Puckering (refer to Figure 2). 4. Waterleak found between front rail weatherstrip to center rail weatherstrip has two potential conditions identified: ^ Gaping (Refer to Figure 3). ^ Puckering (Refer to Figure 3). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Weatherstrip > Component Information > Technical Service Bulletins > Customer Interest: > 431511 > Oct > 94 > Door Glass/Quarter Window Area - Waterleak > Page 7268 5. Waterleak found between center rail weatherstrip to rear rail weatherstrip has three potential conditions identified: ^ Gaping (Refer to Figure 4). ^ Puckering (Refer to Figure 4). ^ Rolling (Refer to Figure 4). Correction Note: When correction procedures are complete, apply a thin coat of petroleum jelly or silicone to sides of center rail weatherstrip and rear rail weatherstrip Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Weatherstrip > Component Information > Technical Service Bulletins > Customer Interest: > 431511 > Oct > 94 > Door Glass/Quarter Window Area - Waterleak > Page 7269 to reduce weatherstrip rolling. Refer to Figure 5. 1. Damaged weatherstrips to be replaced. Refer to procedures in Section 10-9 of the appropriate Service Manual. 2. Repair weatherstrip retainer. Refer to procedures in Section 10-9 of the appropriate Service Manual. 3. To correct A-pillar weatherstrip to front rail weatherstrip gaping, use the following procedure: 1. Remove approximately 100 mm (4.0 inch) of weatherstrip from top of A-pillar retainer. 2. Using black weatherstrip adhesive, P/N 12345097, or equivalent, install weatherstrip into A-pillar retainer while pulling weatherstrip upward until contacting front rail weatherstrip end. Refer to Figure 6. 3A. To correct A-pillar weatherstrip to folding top front seal assembly puckering, use the following procedure: 1. Lower convertible top about halfway. 2. Remove approximately 100 mm (4.0 inch) of weatherstrip from top of A-pillar retainer. 3. Remove approximately 100 mm (4.0 inch) of folding top front seal assembly from across No. 1 bow and down front side rail retainer. 4. Install stuffers (two each end) into the cut-away in back of weatherstrips. Refer to Figure 7. This will push the weatherstrip surface back to its original shape. 5. Using black weatherstrip adhesive, P/N 12345097, or equivalent, install weatherstrip into A-pillar retainer. 6. Using black weatherstrip adhesive, P/N 12345097, or equivalent, install folding top front seal assembly. 7. Raise convertible top and lock. 4. To correct front rail weatherstrip to center rail weatherstrip gaping, use the following procedure: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Weatherstrip > Component Information > Technical Service Bulletins > Customer Interest: > 431511 > Oct > 94 > Door Glass/Quarter Window Area - Waterleak > Page 7270 1. Remove center rail weatherstrip retaining screw. Refer to Figure 8. 2. Remove front rail weatherstrip retaining screw. Refer to Figure 8. 3. Remove approximately 100 mm (4.0 inch) of weatherstrip from rear to center of front retainer. 4. Remove approximately 100 mm (4.0 inch) of weatherstrip from front to center of center retainer. 5. Using black weatherstrip adhesive, P/N 12345097, or equivalent, install front and center rail weatherstrips into retainer, pulling ends together until contacting. Refer to Figure 8. 6. Install front and center rail weatherstrip retaining screws. Refer to Figure 8. 4A. To correct front rail weatherstrip to center rail weatherstrip puckering, use the following procedure. 1. Lower convertible top about halfway. 2. Remove center rail weatherstrip retaining screw. Refer to Figure 8. 3. Remove front rail weatherstrip retaining screw. Refer to Figure 8. 4. Remove approximately 100 mm (4.0 inch) of weatherstrip from rear to center of front retainer. 5. Remove approximately 100 mm (4.0 inch) of weatherstrip from front to center of center retainer. 6. Install stuffers (two each end) into the cut-away in back of weatherstrips. Refer to Figure 7. This will push the weatherstrip surface back to its original shape. 7. Raise convertible top and lock. 8. Using black weatherstrip adhesive, PIN 12345097, or equivalent, install front and center rail weatherstrips into retainer, pulling ends together until contacting. Refer to Figure 8. 9. Install front and center rail weatherstrip retaining screws. Refer to Figure 8. 5. To correct center rail weatherstrip to rear rail weatherstrip gaping, use the following procedure: 1. Lower convertible top about halfway. 2. Lower quarter window. 3. Remove center rail weatherstrip retaining screw. 4. Remove approximately 1OO mm (4.0 inch) of weatherstrip from front to center of retainer. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Weatherstrip > Component Information > Technical Service Bulletins > Customer Interest: > 431511 > Oct > 94 > Door Glass/Quarter Window Area - Waterleak > Page 7271 5. Relocate center rail weatherstrip retaining screw hole forward 4 - 5 mm (0.156 - 0.203 inch). Refer to Figure 9. 6. Using black weatherstrip adhesive, P/N 12345097, or equivalent, install center rail weatherstrip forward in retainer. 7. Install center rail weatherstrip retaining screw into new hole. Refer to Figure 9. 8. Perform watertest. If waterleak is still existing, proceed to step 9. 9. Remove center portion of center rail weatherstrip, approximately 25 mm (1.0 inch) from retainer ends. Refer to Figure 10. 10. Apply black weatherstrip adhesive, P/N 12345097, or equivalent, in retainer. 11. Install center rail weatherstrip into retainer while pushing weatherstrip rearward. Refer to Figure 10. 5A. To correct center rail weatherstrip to rear rail weatherstrip puckering, use the following procedure: 1. Lower convertible top about halfway. 2. Lower quarter window. 3. Remove center rail weatherstrip approximately 100 mm (4.0 inch) from the rear joint end by disconnecting clip. 4. Install stuffers (two) into the cut-away in back of center rail weatherstrip. Refer to Figure 7. This will push the weatherstrip surface back to its original shape. 5. Apply black weatherstrip adhesive, P/N 12345097, or equivalent, in retainer. 6. Install center rail weatherstrip into retainer. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Weatherstrip > Component Information > Technical Service Bulletins > Customer Interest: > 431511 > Oct > 94 > Door Glass/Quarter Window Area - Waterleak > Page 7272 5B. To correct center rail weatherstrip to rear rail weatherstrip rolling, use the following procedure: 1. Lower convertible top about halfway. 2. Lower quarter window. 3. Remove center rail weatherstrip retaining screw. Refer to Figure 11. 4. Remove approximately 100 mm (4.0 inch) of weatherstrip from front to center of retainer. 5. Apply black weatherstrip adhesive, P/N 12345097, or equivalent, in retainer. 6. Install center rail weatherstrip into retainer while pushing weatherstrip rearward 3 - 4 mm (0.118 0.157 inch). Refer to Figure 11. 7. Install center rail weatherstrip retaining screw. 8. Perform watertest. If waterleak is still existing, proceed to step 9. 9. Remove center portion of center rail weatherstrip approximately 25 mm (1.0 inch) from retainer ends. Refer to Figure 10. 10. Apply black weatherstrip adhesive, P/N 12345097, or equivalent, in retainer. 11. Install center rail weatherstrip into retainer while pushing weatherstrip rearward. Refer to Figure 10. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Seal, center to rear rail Labor Operation Labor Time B3110 (Right) 0.3 hr. B3111 (Left) 0.3 hr. Seal, side rail weatherstrip Labor Operation Labor Time B3140 (Right) 0.3 hr. B3141 (Left) 0.3 hr. Seal, rear rail (rear roof rail weatherstrip) Labor Operation Labor Time B3150 (Right) 0.3 hr. B3151 (Left) 0.3 hr. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Weatherstrip > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Weatherstrip: > 99-08-64-016C > Jul > 09 > Body - Maintaining Exterior Weatherstrip Appearance Weatherstrip: All Technical Service Bulletins Body - Maintaining Exterior Weatherstrip Appearance INFORMATION Bulletin No.: 99-08-64-016C Date: July 29, 2009 Subject: Information on Maintaining Exterior Weatherstrip Appearance Models: 2010 and Prior Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add model years and update the parts and procedure information. Please discard Corporate Bulletin Number 99-08-64-016B (Section 08 - Body and Accessories). Exterior weatherstrips are exposed to a variety of environmental elements, including UV rays, acid rain, insect and bird residue and atmospheric fallout. All of these may effect the appearance of the weatherstrips; however, they do not effect the functionality of the weatherstrip. Weatherstrips that are discolored should not be replaced under the normal GM New Vehicle Warranty. Weatherstrip Maintenance Instructions Silicone grease on weatherstrips will make them last longer, seal better, and not stick or squeak. Clean the weatherstrips with a mild soap and water solution. Apply silicone grease with a clean cloth. During very cold, damp weather, frequent application may be required. Refer to the information below for the recommended maintenance products. Weatherstrips that are not maintained may crack and weather due to environmental elements. Parts Information Weatherstrip Conditioning Weatherstrip Lubricant (GM P/N 3634770 [in Canada, P/N 10953518]) or Dielectric Silicone Grease (GM P/N 12345579 [in Canada, P/N 992887]). Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Weatherstrip > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Weatherstrip: > 431511 > Oct > 94 > Door Glass/Quarter Window Area - Waterleak Weatherstrip: All Technical Service Bulletins Door Glass/Quarter Window Area - Waterleak File In Section: 10 - Body Bulletin No.: 43-15-11 Date: October, 1994 Subject: Waterleak at Door Glass and Quarter Window Area (Diagnostic Service Procedure) Models: 1988-94 Chevrolet Cavalier 1988-94 Pontiac Sunbird (Convertible models only) Caution: To help avoid injury to you or others when raising or lowering the convertible top, keep your hands away from any hinges and linkage and close all latching handles. This bulletin is being issued to help identify potential areas of waterleaks at: A-pillar weatherstrip to front rail weatherstrip, front rail weatherstrip to center rail weatherstrip and center rail weatherstrip to rear rail weatherstrip. Before performing any repair procedures, verify with owner that proper convertible top operating procedures and conditions have been observed as follows: ^ Never raise or lower the top while the car is moving. The wind could get under it and cause damage. ^ If automatic car washes are used, it is recommended that a soft cloth car wash be used and the vehicle climate control system should be set to "vent" and the fan be set at its highest speed. This will prevent the high pressure water from entering around the convertible top. ^ Do not try to lower or raise the convertible top if your vehicle is out in cold weather, 41°F (5°C) or below. The cold can cause cracks and other damage to the convertible top as it is being lowered or raised. ^ Do not lower the convertible top if it is damp or wet. After the convertible top is down, the trapped water can cause stains, mildew and damage to the inside of the vehicle. Be sure to dry off the convertible top before you lower it. ^ Make sure there is nothing in the convertible top storage well (the area behind the rear seat where the convertible top will go) or under the well in the trunk. Even a small item could damage the rear window or convertible top when it is lowered. ^ The convertible top is not designed to carry weight. Never let anyone sit on the convertible top, and do not put anything on top of it when it is up or down, or it could be damaged. ^ All side windows must be partially lowered before lowering or raising convertible top to prevent weatherstrip and seal damage or displacement which could result in water and/or wind leaks. Gathering detailed information from the vehicle owner is a valuable tool in locating and repairing water leaks. It may be necessary to ask leading questions to the location and conditions when water leaks occur. Some helpful questions may be asked as follows: 1. What area of the vehicle does water appear? 2. Does water leak occur when it rains? 3. Does water leak occur when vehicle is washed? 4. Is vehicle washed in an automatic car wash or is it washed by hand? 5. Have seals or weatherstrips been serviced previously? 6. Have door or quarter windows been serviced previously? 7. Has vehicle been in a collision at any time? As an aid in diagnosIng waterleaks, the following video should be reviewed: "Pontiac Tech Track Sunbird Convertible Wlndnoise and Water Leak Diagnosis and AlIgnment". The vehicle should be visually inspected and watertested wIth water test stands as described in Section 10-1 of the appropriate Service Manual. Check and adjust quarter glass alignment if necessary. Refer to Section 10-7 of the appropriate Service Manual. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Weatherstrip > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Weatherstrip: > 431511 > Oct > 94 > Door Glass/Quarter Window Area - Waterleak > Page 7282 Check and adjust door glass to quarter glass alignment if necessary. Refer to Sections 10-6 and 10-7 of the appropriate Service Manual. Check and adjust convertible top alignment if necessary. Refer to Section 10-9 of the appropriate Service Manual. Condition 1. Permanent damage to weatherstrips at A-pillar, front rail, center rail and/or rear rail such as: ^ Hole in weatherstrip (refer to Figure 1). ^ Extensively deformed (refer to Figure 1). ^ Torn or badly distorted (refer to Figure 1). 2. Waterleak found between weatherstrip retainer and A-pillar, front rail, center rail or rear rail. 3. Waterleak found between A-pillar weatherstrip to folding top front seal assembly has two potential conditions identified: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Weatherstrip > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Weatherstrip: > 431511 > Oct > 94 > Door Glass/Quarter Window Area - Waterleak > Page 7283 ^ Gaping (refer to Figure 2). ^ Puckering (refer to Figure 2). 4. Waterleak found between front rail weatherstrip to center rail weatherstrip has two potential conditions identified: ^ Gaping (Refer to Figure 3). ^ Puckering (Refer to Figure 3). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Weatherstrip > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Weatherstrip: > 431511 > Oct > 94 > Door Glass/Quarter Window Area - Waterleak > Page 7284 5. Waterleak found between center rail weatherstrip to rear rail weatherstrip has three potential conditions identified: ^ Gaping (Refer to Figure 4). ^ Puckering (Refer to Figure 4). ^ Rolling (Refer to Figure 4). Correction Note: When correction procedures are complete, apply a thin coat of petroleum jelly or silicone to sides of center rail weatherstrip and rear rail weatherstrip Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Weatherstrip > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Weatherstrip: > 431511 > Oct > 94 > Door Glass/Quarter Window Area - Waterleak > Page 7285 to reduce weatherstrip rolling. Refer to Figure 5. 1. Damaged weatherstrips to be replaced. Refer to procedures in Section 10-9 of the appropriate Service Manual. 2. Repair weatherstrip retainer. Refer to procedures in Section 10-9 of the appropriate Service Manual. 3. To correct A-pillar weatherstrip to front rail weatherstrip gaping, use the following procedure: 1. Remove approximately 100 mm (4.0 inch) of weatherstrip from top of A-pillar retainer. 2. Using black weatherstrip adhesive, P/N 12345097, or equivalent, install weatherstrip into A-pillar retainer while pulling weatherstrip upward until contacting front rail weatherstrip end. Refer to Figure 6. 3A. To correct A-pillar weatherstrip to folding top front seal assembly puckering, use the following procedure: 1. Lower convertible top about halfway. 2. Remove approximately 100 mm (4.0 inch) of weatherstrip from top of A-pillar retainer. 3. Remove approximately 100 mm (4.0 inch) of folding top front seal assembly from across No. 1 bow and down front side rail retainer. 4. Install stuffers (two each end) into the cut-away in back of weatherstrips. Refer to Figure 7. This will push the weatherstrip surface back to its original shape. 5. Using black weatherstrip adhesive, P/N 12345097, or equivalent, install weatherstrip into A-pillar retainer. 6. Using black weatherstrip adhesive, P/N 12345097, or equivalent, install folding top front seal assembly. 7. Raise convertible top and lock. 4. To correct front rail weatherstrip to center rail weatherstrip gaping, use the following procedure: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Weatherstrip > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Weatherstrip: > 431511 > Oct > 94 > Door Glass/Quarter Window Area - Waterleak > Page 7286 1. Remove center rail weatherstrip retaining screw. Refer to Figure 8. 2. Remove front rail weatherstrip retaining screw. Refer to Figure 8. 3. Remove approximately 100 mm (4.0 inch) of weatherstrip from rear to center of front retainer. 4. Remove approximately 100 mm (4.0 inch) of weatherstrip from front to center of center retainer. 5. Using black weatherstrip adhesive, P/N 12345097, or equivalent, install front and center rail weatherstrips into retainer, pulling ends together until contacting. Refer to Figure 8. 6. Install front and center rail weatherstrip retaining screws. Refer to Figure 8. 4A. To correct front rail weatherstrip to center rail weatherstrip puckering, use the following procedure. 1. Lower convertible top about halfway. 2. Remove center rail weatherstrip retaining screw. Refer to Figure 8. 3. Remove front rail weatherstrip retaining screw. Refer to Figure 8. 4. Remove approximately 100 mm (4.0 inch) of weatherstrip from rear to center of front retainer. 5. Remove approximately 100 mm (4.0 inch) of weatherstrip from front to center of center retainer. 6. Install stuffers (two each end) into the cut-away in back of weatherstrips. Refer to Figure 7. This will push the weatherstrip surface back to its original shape. 7. Raise convertible top and lock. 8. Using black weatherstrip adhesive, PIN 12345097, or equivalent, install front and center rail weatherstrips into retainer, pulling ends together until contacting. Refer to Figure 8. 9. Install front and center rail weatherstrip retaining screws. Refer to Figure 8. 5. To correct center rail weatherstrip to rear rail weatherstrip gaping, use the following procedure: 1. Lower convertible top about halfway. 2. Lower quarter window. 3. Remove center rail weatherstrip retaining screw. 4. Remove approximately 1OO mm (4.0 inch) of weatherstrip from front to center of retainer. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Weatherstrip > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Weatherstrip: > 431511 > Oct > 94 > Door Glass/Quarter Window Area - Waterleak > Page 7287 5. Relocate center rail weatherstrip retaining screw hole forward 4 - 5 mm (0.156 - 0.203 inch). Refer to Figure 9. 6. Using black weatherstrip adhesive, P/N 12345097, or equivalent, install center rail weatherstrip forward in retainer. 7. Install center rail weatherstrip retaining screw into new hole. Refer to Figure 9. 8. Perform watertest. If waterleak is still existing, proceed to step 9. 9. Remove center portion of center rail weatherstrip, approximately 25 mm (1.0 inch) from retainer ends. Refer to Figure 10. 10. Apply black weatherstrip adhesive, P/N 12345097, or equivalent, in retainer. 11. Install center rail weatherstrip into retainer while pushing weatherstrip rearward. Refer to Figure 10. 5A. To correct center rail weatherstrip to rear rail weatherstrip puckering, use the following procedure: 1. Lower convertible top about halfway. 2. Lower quarter window. 3. Remove center rail weatherstrip approximately 100 mm (4.0 inch) from the rear joint end by disconnecting clip. 4. Install stuffers (two) into the cut-away in back of center rail weatherstrip. Refer to Figure 7. This will push the weatherstrip surface back to its original shape. 5. Apply black weatherstrip adhesive, P/N 12345097, or equivalent, in retainer. 6. Install center rail weatherstrip into retainer. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Weatherstrip > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Weatherstrip: > 431511 > Oct > 94 > Door Glass/Quarter Window Area - Waterleak > Page 7288 5B. To correct center rail weatherstrip to rear rail weatherstrip rolling, use the following procedure: 1. Lower convertible top about halfway. 2. Lower quarter window. 3. Remove center rail weatherstrip retaining screw. Refer to Figure 11. 4. Remove approximately 100 mm (4.0 inch) of weatherstrip from front to center of retainer. 5. Apply black weatherstrip adhesive, P/N 12345097, or equivalent, in retainer. 6. Install center rail weatherstrip into retainer while pushing weatherstrip rearward 3 - 4 mm (0.118 0.157 inch). Refer to Figure 11. 7. Install center rail weatherstrip retaining screw. 8. Perform watertest. If waterleak is still existing, proceed to step 9. 9. Remove center portion of center rail weatherstrip approximately 25 mm (1.0 inch) from retainer ends. Refer to Figure 10. 10. Apply black weatherstrip adhesive, P/N 12345097, or equivalent, in retainer. 11. Install center rail weatherstrip into retainer while pushing weatherstrip rearward. Refer to Figure 10. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use: Seal, center to rear rail Labor Operation Labor Time B3110 (Right) 0.3 hr. B3111 (Left) 0.3 hr. Seal, side rail weatherstrip Labor Operation Labor Time B3140 (Right) 0.3 hr. B3141 (Left) 0.3 hr. Seal, rear rail (rear roof rail weatherstrip) Labor Operation Labor Time B3150 (Right) 0.3 hr. B3151 (Left) 0.3 hr. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Weatherstrip > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Weatherstrip: > 431020 > Apr > 94 > Squeak Between Door Header and Auxiliary Weatherstrip Weatherstrip: All Technical Service Bulletins Squeak Between Door Header and Auxiliary Weatherstrip Group Ref.: Body Bulletin No.: 431020 Date: April, 1994 SUBJECT: SQUEAK BETWEEN DOOR HEADER AND AUXILIARY WEATHERSTRIP (APPLY SQUEAK REDUCTION TAPE) MODELS: 1993-94 CHEVROLET CAVALIER 1993-94 PONTIAC SUNBIRD Condition: Some owners may comment on a squeak between the door header and auxiliary weatherstrip. Cause: Squeak is caused by contact between the door header and auxiliary weatherstrip. Correction: 1. Clean door header at auxiliary weatherstrip location. 2. Inspect door header for rub marks or indication of contact with auxiliary weatherstrip. 3. Apply 3M 5430 Squeak Reduction Tape or equivalent to auxiliary weatherstrip at point of contact. Warranty Information: For vehicles repaired under warranty, use: Labor Operation: T3463 Labor Time: 0.3 hrs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Weatherstrip > Component Information > Technical Service Bulletins > All Other Service Bulletins for Weatherstrip: > 99-08-64-016C > Jul > 09 > Body - Maintaining Exterior Weatherstrip Appearance Weatherstrip: All Technical Service Bulletins Body - Maintaining Exterior Weatherstrip Appearance INFORMATION Bulletin No.: 99-08-64-016C Date: July 29, 2009 Subject: Information on Maintaining Exterior Weatherstrip Appearance Models: 2010 and Prior Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add model years and update the parts and procedure information. Please discard Corporate Bulletin Number 99-08-64-016B (Section 08 - Body and Accessories). Exterior weatherstrips are exposed to a variety of environmental elements, including UV rays, acid rain, insect and bird residue and atmospheric fallout. All of these may effect the appearance of the weatherstrips; however, they do not effect the functionality of the weatherstrip. Weatherstrips that are discolored should not be replaced under the normal GM New Vehicle Warranty. Weatherstrip Maintenance Instructions Silicone grease on weatherstrips will make them last longer, seal better, and not stick or squeak. Clean the weatherstrips with a mild soap and water solution. Apply silicone grease with a clean cloth. During very cold, damp weather, frequent application may be required. Refer to the information below for the recommended maintenance products. Weatherstrips that are not maintained may crack and weather due to environmental elements. Parts Information Weatherstrip Conditioning Weatherstrip Lubricant (GM P/N 3634770 [in Canada, P/N 10953518]) or Dielectric Silicone Grease (GM P/N 12345579 [in Canada, P/N 992887]). Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Body and Frame > Weatherstrip > Component Information > Technical Service Bulletins > All Other Service Bulletins for Weatherstrip: > 431020 > Apr > 94 > Squeak Between Door Header and Auxiliary Weatherstrip Weatherstrip: All Technical Service Bulletins Squeak Between Door Header and Auxiliary Weatherstrip Group Ref.: Body Bulletin No.: 431020 Date: April, 1994 SUBJECT: SQUEAK BETWEEN DOOR HEADER AND AUXILIARY WEATHERSTRIP (APPLY SQUEAK REDUCTION TAPE) MODELS: 1993-94 CHEVROLET CAVALIER 1993-94 PONTIAC SUNBIRD Condition: Some owners may comment on a squeak between the door header and auxiliary weatherstrip. Cause: Squeak is caused by contact between the door header and auxiliary weatherstrip. Correction: 1. Clean door header at auxiliary weatherstrip location. 2. Inspect door header for rub marks or indication of contact with auxiliary weatherstrip. 3. Apply 3M 5430 Squeak Reduction Tape or equivalent to auxiliary weatherstrip at point of contact. Warranty Information: For vehicles repaired under warranty, use: Labor Operation: T3463 Labor Time: 0.3 hrs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Brake Switch (Cruise Control) > Component Information > Locations > Component Locations Brake Switch (Cruise Control): Component Locations Below LH Side Of I/P (Automatic) Below LH Side Of I/P (Manual) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Brake Switch (Cruise Control) > Component Information > Locations > Component Locations > Page 7307 Brake Switch (Cruise Control): Connector Locations Below LH Side Of I/P (Automatic) Below LH Side Of I/P (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Brake Switch (Cruise Control) > Component Information > Locations > Page 7308 Harness Connector Faces: Brake Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Brake Switch (Cruise Control) > Component Information > Description and Operation > Combination Cruise/Stop Light Switch Brake Switch (Cruise Control): Description and Operation Combination Cruise/Stop Light Switch A separately mounted vacuum release valve is used with this combination switch. When the brake pedal is depressed, the switch resets the cruise function to a non-cruise condition and illuminates the brake lights. Two sets of electrical contacts are used in the switch: one to operate the stop lights, and the other to operate the cruise release function. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Brake Switch (Cruise Control) > Component Information > Description and Operation > Combination Cruise/Stop Light Switch > Page 7311 Brake Switch (Cruise Control): Description and Operation Combination Vacuum Release Valve/Converter Clutch Switch The vacuum release valve provides an additional vent to atmosphere for the servo unit when the brake pedal is held in the depressed position. The venting is spring actuated and occurs within the free travel of the brake pedal arm. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Brake Switch (Cruise Control) > Component Information > Description and Operation > Page 7312 Brake Switch (Cruise Control): Testing and Inspection 1. Turn ignition switch to On position. 2. Connect test light to ground. 3. Probe brown wire at brake switch connector. Lamp should illuminate. 4. Check switch adjustment, with probe still at brown wire, depressing brake pedal 1/8-1/2 inch. Light should go out. 5. If lamp did not illuminate in step 3, probe wire in adjacent connector cavity. If lamp illuminates, adjust or replace switch as necessary. If light does not illuminate, check wiring to switch. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Brake Switch (Cruise Control) > Component Information > Description and Operation > Page 7313 Brake Switch (Cruise Control): Adjustments The switch assembly and valve assembly cannot be adjusted until brake booster pushrod is assembled to brake pedal assembly. Adjustment is as follows: 1. Depress brake pedal and switch assembly and valve assembly into their proper retaining clips until fully seated. 2. On vehicles equipped with ABS, release brake pedal and allow to come to rest. 3. On models less ABS, slowly pull pedal back to its fully retracted position. The switch assembly and valve assembly will move within their retainers to their adjusted position. 4. The following brake pedal travel distances may be used to check for a properly adjusted cruise control and stop lamp switch assembly and vacuum release valve assembly. a. Cruise control switch contacts must open at 1/8- 1/2 inch pedal travel, measured at centerline of brake pedal pad. Nominal actuation of stop lamp contacts is 3/16 inch after cruise control contacts open. b. Vacuum release valve assembly must open at 11/16-1 5/16 inches pedal travel, measured at centerline of brake pedal pad. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Clutch Switch, Cruise Control > Component Information > Locations > Component Locations Below LH Side Of I/P (Manual) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Clutch Switch, Cruise Control > Component Information > Locations > Component Locations > Page 7318 Below LH Side Of I/P (Manual) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Clutch Switch, Cruise Control > Component Information > Locations > Page 7319 Clutch Switch: Description and Operation The clutch switch is used on vehicles equipped with manual transmission. When the clutch pedal is depressed, the cruise function is disconnected and will remain so after the pedal is released. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Clutch Switch, Cruise Control > Component Information > Locations > Page 7320 Clutch Switch: Adjustments 1. Ensure clutch release switch is fully seated in retainer. 2. Pull clutch pedal pad upward. CAUTION: Do not exert an upward force on the clutch pedal of more than 20 lbs., or damage to clutch master cylinder retaining ring may result. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Cruise Control Module > Component Information > Locations > Component Locations Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Cruise Control Module > Component Information > Locations > Component Locations > Page 7325 Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Cruise Control Module > Component Information > Locations > Page 7326 Cruise Control Module: Diagrams Harness Connector Faces: Cruise Control Module (Description) Harness Connector Faces: Cruise Control Module Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Cruise Control Module > Component Information > Locations > Page 7327 Cruise Control Module: Description and Operation OPERATION The module will interpret the position of the servo, the position of the control switches and the output of the speed sensor. In response to these inputs, the module electrically signals the opening or closing of the vent and vacuum solenoid valves in the servo. The module is mounted on the dash support bracket at the right side of the steering column, but is integral with the ECM on some models with certain engines. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Cruise Control Servo > Component Information > Locations > Component Locations LH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Cruise Control Servo > Component Information > Locations > Component Locations > Page 7332 LH Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Cruise Control Servo > Component Information > Locations > Page 7333 Harness Connector Faces: Cruise Control Servo Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Cruise Control Servo > Component Information > Locations > Page 7334 Cruise Control Servo: Description and Operation Fig. 1 Servo Unit. DESCRIPTION The servo unit, Fig. 1, operates the throttle in response to signals from the electronic controller. OPERATION During a steady speed cruise condition, both vacuum and vent valves are closed or sealed. The servo holds a constant vacuum on the diaphragm and places no flow requirements on the vacuum source. During vehicle deceleration, the vacuum solenoid is energized by the controller to open vacuum valve to vacuum source. Throttle angle is increased by increased vacuum level in the servo, and the vent remains closed. During vehicle acceleration, the vent solenoid is de-energized by the controller to open the vent valve to atmosphere. This reduces vacuum in the servo and allows throttle return spring to decrease throttle angle while the vacuum valve remains closed. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Cruise Control Servo > Component Information > Locations > Page 7335 Cruise Control Servo: Service and Repair 1. Disconnect servo assembly electrical connector. 2. Disconnect vacuum hoses. 3. Disconnect actuating chain, cable or rod from servo assembly. 4. Remove servo assembly and servo unit solenoid valve assembly to mounting bracket attaching screws, then remove servo assembly. 5. Reverse procedure to install. Torque servo assembly to bracket attaching screws to 14-18 inch lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Cruise Control Servo Cable > Component Information > Adjustments > Control Cable Cruise Control Servo Cable: Adjustments Control Cable 1. Ensure cable assembly in cable and servo bracket. 2. Pull servo assembly cable and toward servo without moving throttle body lever. 3. If one of the holes in the servo tab aligns with cable pin, connect pin to tab with retainer. 4. If tab hole does not align with pin, move cable from servo assembly until next closest tab hole lines up, then connect pin to tab with retainer. Do not stretch cable to make adjustment, as the engine will not be able to return to idle. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Cruise Control Servo Cable > Component Information > Adjustments > Control Cable > Page 7340 Cruise Control Servo Cable: Adjustments Servo Rod 1. Ensure engine high idle speed is properly adjusted, turn off engine, the set carburetor choke to hot idle position. 2. Remove servo rod retainer, then adjust rod and install retainer in hole which provides some clearance between retainer and servo bushing. Clearance must not exceed width of one hole. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Cruise Control Switch > Component Information > Service and Repair Cruise Control Switch: Service and Repair Refer to multi-function switch replacement procedures. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Relays and Modules - Cruise Control > Cruise Control Module > Component Information > Locations > Component Locations Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Relays and Modules - Cruise Control > Cruise Control Module > Component Information > Locations > Component Locations > Page 7349 Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Relays and Modules - Cruise Control > Cruise Control Module > Component Information > Locations > Page 7350 Cruise Control Module: Diagrams Harness Connector Faces: Cruise Control Module (Description) Harness Connector Faces: Cruise Control Module Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Relays and Modules - Cruise Control > Cruise Control Module > Component Information > Locations > Page 7351 Cruise Control Module: Description and Operation OPERATION The module will interpret the position of the servo, the position of the control switches and the output of the speed sensor. In response to these inputs, the module electrically signals the opening or closing of the vent and vacuum solenoid valves in the servo. The module is mounted on the dash support bracket at the right side of the steering column, but is integral with the ECM on some models with certain engines. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Sensors and Switches - Cruise Control > Brake Switch (Cruise Control) > Component Information > Locations > Component Locations Brake Switch (Cruise Control): Component Locations Below LH Side Of I/P (Automatic) Below LH Side Of I/P (Manual) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Sensors and Switches - Cruise Control > Brake Switch (Cruise Control) > Component Information > Locations > Component Locations > Page 7357 Brake Switch (Cruise Control): Connector Locations Below LH Side Of I/P (Automatic) Below LH Side Of I/P (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Sensors and Switches - Cruise Control > Brake Switch (Cruise Control) > Component Information > Locations > Page 7358 Harness Connector Faces: Brake Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Sensors and Switches - Cruise Control > Brake Switch (Cruise Control) > Component Information > Description and Operation > Combination Cruise/Stop Light Switch Brake Switch (Cruise Control): Description and Operation Combination Cruise/Stop Light Switch A separately mounted vacuum release valve is used with this combination switch. When the brake pedal is depressed, the switch resets the cruise function to a non-cruise condition and illuminates the brake lights. Two sets of electrical contacts are used in the switch: one to operate the stop lights, and the other to operate the cruise release function. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Sensors and Switches - Cruise Control > Brake Switch (Cruise Control) > Component Information > Description and Operation > Combination Cruise/Stop Light Switch > Page 7361 Brake Switch (Cruise Control): Description and Operation Combination Vacuum Release Valve/Converter Clutch Switch The vacuum release valve provides an additional vent to atmosphere for the servo unit when the brake pedal is held in the depressed position. The venting is spring actuated and occurs within the free travel of the brake pedal arm. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Sensors and Switches - Cruise Control > Brake Switch (Cruise Control) > Component Information > Description and Operation > Page 7362 Brake Switch (Cruise Control): Testing and Inspection 1. Turn ignition switch to On position. 2. Connect test light to ground. 3. Probe brown wire at brake switch connector. Lamp should illuminate. 4. Check switch adjustment, with probe still at brown wire, depressing brake pedal 1/8-1/2 inch. Light should go out. 5. If lamp did not illuminate in step 3, probe wire in adjacent connector cavity. If lamp illuminates, adjust or replace switch as necessary. If light does not illuminate, check wiring to switch. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Sensors and Switches - Cruise Control > Brake Switch (Cruise Control) > Component Information > Description and Operation > Page 7363 Brake Switch (Cruise Control): Adjustments The switch assembly and valve assembly cannot be adjusted until brake booster pushrod is assembled to brake pedal assembly. Adjustment is as follows: 1. Depress brake pedal and switch assembly and valve assembly into their proper retaining clips until fully seated. 2. On vehicles equipped with ABS, release brake pedal and allow to come to rest. 3. On models less ABS, slowly pull pedal back to its fully retracted position. The switch assembly and valve assembly will move within their retainers to their adjusted position. 4. The following brake pedal travel distances may be used to check for a properly adjusted cruise control and stop lamp switch assembly and vacuum release valve assembly. a. Cruise control switch contacts must open at 1/8- 1/2 inch pedal travel, measured at centerline of brake pedal pad. Nominal actuation of stop lamp contacts is 3/16 inch after cruise control contacts open. b. Vacuum release valve assembly must open at 11/16-1 5/16 inches pedal travel, measured at centerline of brake pedal pad. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Sensors and Switches - Cruise Control > Clutch Switch, Cruise Control > Component Information > Locations > Component Locations Below LH Side Of I/P (Manual) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Sensors and Switches - Cruise Control > Clutch Switch, Cruise Control > Component Information > Locations > Component Locations > Page 7368 Below LH Side Of I/P (Manual) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Sensors and Switches - Cruise Control > Clutch Switch, Cruise Control > Component Information > Locations > Page 7369 Clutch Switch: Description and Operation The clutch switch is used on vehicles equipped with manual transmission. When the clutch pedal is depressed, the cruise function is disconnected and will remain so after the pedal is released. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Sensors and Switches - Cruise Control > Clutch Switch, Cruise Control > Component Information > Locations > Page 7370 Clutch Switch: Adjustments 1. Ensure clutch release switch is fully seated in retainer. 2. Pull clutch pedal pad upward. CAUTION: Do not exert an upward force on the clutch pedal of more than 20 lbs., or damage to clutch master cylinder retaining ring may result. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Sensors and Switches - Cruise Control > Cruise Control Switch > Component Information > Service and Repair Cruise Control Switch: Service and Repair Refer to multi-function switch replacement procedures. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Sensors and Switches - Cruise Control > Vehicle Speed Sensor/Transducer - Cruise Control > Component Information > Description and Operation Vehicle Speed Sensor/Transducer - Cruise Control: Description and Operation DESCRIPTION On models with conventional instrument panels, a speedometer frame mounted optic head is used to pick up light reflected by a speedometer cable mounted blade. The reflected light is produced by a light emitting diode (LED). As the speedometer cable mounted blade enters the LED light beam, the light is reflected into the optic head. From there, the light enters a photocell in the optic head and produces a low power speed signal. This signal is sent to a buffer for amplification and conditioning, then to the controller. On models with electronic speedometers or electronic instrumentation, a transmission mounted speed sensor is used. This sensor utilizes a permanent magnet (PM) to generate vehicle speed information to the controller. Some models use a buffer amplifier to modify the sensor output. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Vacuum Vent Valve, Cruise Control > Component Information > Locations > Brake Cruise Vacuum Release Valve Vacuum Vent Valve: Locations Brake Cruise Vacuum Release Valve Brake Cruise Release Valve is located Behind I/P, on Brake Pedal Support Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Vacuum Vent Valve, Cruise Control > Component Information > Locations > Brake Cruise Vacuum Release Valve > Page 7381 Below LH Side Of I/P (Manual) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Vacuum Vent Valve, Cruise Control > Component Information > Locations > Brake Cruise Vacuum Release Valve > Page 7382 Below LH Side Of I/P (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Vacuum Vent Valve, Cruise Control > Component Information > Locations > Page 7383 Vacuum Vent Valve: Description and Operation DESCRIPTION The vacuum release valve provides an additional vent to atmosphere for the servo unit when the brake pedal is held in the depressed position. The venting is spring actuated and occurs within the free travel of the brake pedal arm. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Vacuum Vent Valve, Cruise Control > Component Information > Locations > Page 7384 Vacuum Vent Valve: Adjustments The switch assembly and valve assembly cannot be adjusted until brake booster pushrod is assembled to brake pedal assembly. Adjustment is as follows: 1. Depress brake pedal and switch assembly and valve assembly into their proper retaining clips until fully seated. 2. On vehicles equipped with ABS, release brake pedal and allow to come to rest. 3. On models less ABS, slowly pull pedal back to its fully retracted position. The switch assembly and valve assembly will move within their retainers to their adjusted position. 4. The following brake pedal travel distances may be used to check for a properly adjusted cruise control and stop lamp switch assembly and vacuum release valve assembly. a. Cruise control switch contacts must open at 1/8- 1/2 inch pedal travel, measured at centerline of brake pedal pad. Nominal actuation of stop lamp contacts is 3/16 inch after cruise control contacts open. b. Vacuum release valve assembly must open at 11/16-1 5/16 inches pedal travel, measured at centerline of brake pedal pad. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Cruise Control > Vehicle Speed Sensor/Transducer - Cruise Control > Component Information > Description and Operation Vehicle Speed Sensor/Transducer - Cruise Control: Description and Operation DESCRIPTION On models with conventional instrument panels, a speedometer frame mounted optic head is used to pick up light reflected by a speedometer cable mounted blade. The reflected light is produced by a light emitting diode (LED). As the speedometer cable mounted blade enters the LED light beam, the light is reflected into the optic head. From there, the light enters a photocell in the optic head and produces a low power speed signal. This signal is sent to a buffer for amplification and conditioning, then to the controller. On models with electronic speedometers or electronic instrumentation, a transmission mounted speed sensor is used. This sensor utilizes a permanent magnet (PM) to generate vehicle speed information to the controller. Some models use a buffer amplifier to modify the sensor output. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > ABS Light > Component Information > Technical Service Bulletins > Customer Interest for ABS Light: > 415012 > Oct > 94 > ABS Warning Lamp ON, DTC's 46 and 86 Set ABS Light: Customer Interest ABS Warning Lamp ON, DTC's 46 and 86 Set File In Section: 5 - Brakes Bulletin No.: 41-50-12 Date: October, 1994 Subject: Antilock Brake System (ABS)/Brake Warning Indicator Lamp On (Reprogram EBCM) Models: 1993 Buick Skylark 1993 Chevrolet Beretta, Corsica 1993-1994 Chevrolet Cavalier 1993 Oldsmobile Achieva 1993 Pontiac Grand Am 1993-1994 Pontiac Sunbird Condition Some owners may experience an Antilock Brake System (ABS) indicator lamp or brake warning lamp coming on prematurely. This may result in the combination of ABS diagnostic trouble codes 46 and 86 being set. Correction Reprogram EBCM using TECH 1 and cartridge. The Service Technology Group has released a reprogramming procedure for servicing the above-mentioned vehicles with the combination of ABS brake diagnostic trouble codes 46 and 86. This procedure is available in the mass storage cartridge through a CD ROM software release. The following criteria must be met before reprogramming the EBCM: The combination of DTC 46 and 86 must be present in EBCM memory. Only vehicles with verified DTC 46 and 86 can be reprogrammed. Prior to reprogramming, if any diagnostic trouble codes other than 46 and 86 are present, proceed to the vehicle's service manual, SECTION 5E1, for diagnosis of these codes first. The information required to reprogram the EBCM properly will first be available in the September 1994 CD ROM release. After updating the TECH 1 cartridge and connecting the TECH 1 to the vehicle, select "ABS VI REPRGM" from the Applications menu. The TECH 1 should display the following... The reprogramming process is started by pressing the "ENTER" key. The ignition key must be in the "run" position (engine off) and the vehicle stopped for the reprogramming to take place. The user is informed by the following screen that the test is in progress. If the vehicle has previously been reprogrammed, it cannot be reprogrammed again, and the following screens will be displayed on the TECH 1. Press the "EXIT" key to continue if the above screen is displayed. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > ABS Light > Component Information > Technical Service Bulletins > Customer Interest for ABS Light: > 415012 > Oct > 94 > ABS Warning Lamp ON, DTC's 46 and 86 Set > Page 7397 If the reprogramming is successful, the operator may hear the motors rehome and will see the following screens displayed on the TECH 1: Press the "EXIT" key to complete the reprogramming process. If any other problems are encountered during reprogramming, the TECH 1 cartridge will notify the user appropriately. After reprogramming, clear codes using the 1988-1995 Chassis selection of the Tech 1 Mass Storage Cartridge. WITH FOOT OFF BRAKE PEDAL, start the engine twice and allow it to run for at least 10 seconds each time. If any codes return (including 46 and 86), proceed to the vehicle's service manual, SECTION 5E1, for further diagnosis. If there are any questions regarding the usage of this reprogramming procedure or diagnosis of the ABS Vi brake system, please contact Delco Chassis Technical Assistance at 1-800-523-0203. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time H 2504 0.2 Hours Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > ABS Light > Component Information > Technical Service Bulletins > All Technical Service Bulletins for ABS Light: > 415012 > Oct > 94 > ABS Warning Lamp ON, DTC's 46 and 86 Set ABS Light: All Technical Service Bulletins ABS Warning Lamp ON, DTC's 46 and 86 Set File In Section: 5 - Brakes Bulletin No.: 41-50-12 Date: October, 1994 Subject: Antilock Brake System (ABS)/Brake Warning Indicator Lamp On (Reprogram EBCM) Models: 1993 Buick Skylark 1993 Chevrolet Beretta, Corsica 1993-1994 Chevrolet Cavalier 1993 Oldsmobile Achieva 1993 Pontiac Grand Am 1993-1994 Pontiac Sunbird Condition Some owners may experience an Antilock Brake System (ABS) indicator lamp or brake warning lamp coming on prematurely. This may result in the combination of ABS diagnostic trouble codes 46 and 86 being set. Correction Reprogram EBCM using TECH 1 and cartridge. The Service Technology Group has released a reprogramming procedure for servicing the above-mentioned vehicles with the combination of ABS brake diagnostic trouble codes 46 and 86. This procedure is available in the mass storage cartridge through a CD ROM software release. The following criteria must be met before reprogramming the EBCM: The combination of DTC 46 and 86 must be present in EBCM memory. Only vehicles with verified DTC 46 and 86 can be reprogrammed. Prior to reprogramming, if any diagnostic trouble codes other than 46 and 86 are present, proceed to the vehicle's service manual, SECTION 5E1, for diagnosis of these codes first. The information required to reprogram the EBCM properly will first be available in the September 1994 CD ROM release. After updating the TECH 1 cartridge and connecting the TECH 1 to the vehicle, select "ABS VI REPRGM" from the Applications menu. The TECH 1 should display the following... The reprogramming process is started by pressing the "ENTER" key. The ignition key must be in the "run" position (engine off) and the vehicle stopped for the reprogramming to take place. The user is informed by the following screen that the test is in progress. If the vehicle has previously been reprogrammed, it cannot be reprogrammed again, and the following screens will be displayed on the TECH 1. Press the "EXIT" key to continue if the above screen is displayed. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > ABS Light > Component Information > Technical Service Bulletins > All Technical Service Bulletins for ABS Light: > 415012 > Oct > 94 > ABS Warning Lamp ON, DTC's 46 and 86 Set > Page 7403 If the reprogramming is successful, the operator may hear the motors rehome and will see the following screens displayed on the TECH 1: Press the "EXIT" key to complete the reprogramming process. If any other problems are encountered during reprogramming, the TECH 1 cartridge will notify the user appropriately. After reprogramming, clear codes using the 1988-1995 Chassis selection of the Tech 1 Mass Storage Cartridge. WITH FOOT OFF BRAKE PEDAL, start the engine twice and allow it to run for at least 10 seconds each time. If any codes return (including 46 and 86), proceed to the vehicle's service manual, SECTION 5E1, for further diagnosis. If there are any questions regarding the usage of this reprogramming procedure or diagnosis of the ABS Vi brake system, please contact Delco Chassis Technical Assistance at 1-800-523-0203. Warranty Information For vehicles repaired under warranty, use: Labor Operation Labor Time H 2504 0.2 Hours Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > ABS Light > Component Information > Description and Operation > Anti-Lock Warning Lamp ABS Light: Description and Operation Anti-Lock Warning Lamp DESCRIPTION This lamp will be illuminated when the ignition switch is placed in the ON position. The lamp may be illuminated for as long as 30 seconds as a bulb and system check. If lamp remains illuminated or comes on while operating the vehicle, a problem in the anti-lock brake system is indicated. OPERATION When lamp is illuminated, place ignition switch in OFF position, then restart engine. If lamp still remains illuminated, the antilock brake system should be serviced. The brake system will remain functional, but without the anti-lock function. After servicing the anti-lock brake system the lamp will automatically reset. NOTE: On some models it may be necessary to operate vehicle at a speed over 18 mph to reset lamp. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > ABS Light > Component Information > Description and Operation > Anti-Lock Warning Lamp > Page 7406 ABS Light: Description and Operation Anti-Lock Warning Lamp (Amber) DESCRIPTION The ABS warning light operates on a signal it receives from the EBCM/EBTCM. If the EBCM/EBTCM detects a fault that does not interfere immediately with ABS operation, the ABS warning lamp will flash. However, ABS operation will continue. If the EBCM/EBTCM detects a fault that does interfere with ABS operation, the ABS warning lamp will stay lit and ABS operation will be suspended until the fault is repaired. In any case, the warning lamp is indicating that the system be serviced as soon as possible. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > ABS Light > Component Information > Description and Operation > Anti-Lock Warning Lamp > Page 7407 ABS Light: Description and Operation Anti-Lock Warning Lamp (Red) DESCRIPTION This warning lamp can be activated by a low brake fluid condition, a closed parking brake switch, a bulb test switch section of the ignition switch is closed or under the control of the EBCM/EBTCM when certain ABS diagnostic trouble codes are set. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Ammeter Gauge > Component Information > Description and Operation Ammeter Gauge: Description and Operation DESCRIPTION The CS generator uses a new type of regulator which has a built in fault detection. The CS generator does not have a diode trio or test hole. This generator uses only two connections, battery positive and an "L" terminal to the charge indicator bulb. Use of " P", "F" and "S" terminals is optional. The "P" terminal is connected to the stator and may be connected to a tachometer or other device. The "F" terminal is connected internally to field positive and is used in service diagnostics. The "S" terminal may be connected externally to a voltage source, such as battery voltage. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Ammeter Gauge > Component Information > Description and Operation > Page 7411 Ammeter Gauge: Testing and Inspection If charge indicator light works abnormally, perform the following test procedure: 1. Visually check belt and wiring. 2. With engine control switch ON and engine stopped, charge indicator lamp should be on. If lamp is not on, detach wiring harness at generator and ground "L" terminal. If lamp lights, generator is faulty. If lamp does not light, locate open circuit between grounding lead and ignition switch and check for a faulty bulb. 3. With engine control switch ON and engine running at a moderate speed, charge indicator lamp should be off. If lamp is not off, detach wiring harness at generator. If lamp goes off, generator is faulty. If lamp stays on, check for grounded "L" terminal in wire harness. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions Audible Warning Device: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 7416 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 7417 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 7418 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 7419 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 7420 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 7421 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 7422 Audible Warning Device: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 7423 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 7424 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 7425 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 7426 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 7427 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 7428 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 7429 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 7430 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 7431 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 7432 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 7433 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 7434 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 7435 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 7436 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 7437 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 7438 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 7439 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 7440 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 7441 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 7442 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 7443 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 7444 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 7445 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 7446 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 7447 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 7448 Audible Warning Device: Electrical Diagrams Audible Warning: Chime (Lights-On/Ignition/Fasten Belts) (Part 1 Of 2) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Diagram Information and Instructions > Page 7449 Audible Warning: Chime (Lights-On/Ignition/Fasten Belts) (Part 2 Of 2) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Diagrams > Page 7450 Audible Warning Device: Description and Operation The Audible Warnings System sounds a chime to bring attention to one or more of several conditions. These conditions are: 1) the Headlight Switch is in "HEAD" or "PARK" and the Ignition Switch is not in "RUN," "BULB TEST" or "START"; 2) the key is in the Ignition Switch and the LH front door is open; 3) the driver's seat belt is unbuckled when the Ignition Switch is turned to "RUN," "BULB TEST" or "START." Key-In-Ignition Chime Voltage is applied at all times to term "A" of the Multi-function Alarm Module through the CTSY Fuse. When the key is in the ignition and LH front door is open, term "J" of the Multi-function Alarm Module is grounded. This sounds the chime. Fasten Belts Chime With the Ignition Switch in "RUN," "BULB TEST" or "START" voltage is applied through the GAGES Fuse to term "G" of the Multi-function Alarm Module. With the LH front seat belt unbuckled, term "D" of the Multi-function Alarm Module is grounded through the Seat Belt Switch. The fasten belts chime sounds for 4 to 8 seconds. The Fasten Belts Indicator operates for 60 to 90 seconds. Lights-On Chime When the Headlight Switch is in "HEAD" or "PARK," voltage is applied through the Lamp Dimmer Module to term "E" of the Multi-function Alarm Module. When the Ignition Switch is in "RUN," "BULB TEST" or "START" voltage is applied through the GAGES Fuse to term "G" of the Multi-function Alarm Module. If these two voltages are sensed, the chime will not be sounded. When the Ignition Switch is turned to "LOCK," "OFF" or "ACCY," the GAGES Fuse loses voltage. The Multi-function Alarm Module senses the change. If voltage is available from the Headlight Switch, voltage from the CTSY Fuse is applied to sound the chime. Fasten Belts Indicator The Fasten Belts Indicator is also controlled by the Multi-function Alarm Module. The indicator will light: ^ For 60 to 90 seconds after the ignition is turned on if the doors are closed. ^ Any time the doors are open and the Ignition Switch is in "RUN," "BULB TEST" or "START" ^ If there is a fault in the Seat Belt Retractor Solenoid's circuit. Additional Features The Multi-function Alarm Module also controls the Seat Belt Retractor Solenoids, Illuminated Entry and Automatic Door Locks features. Refer to Lighting and Horns, See: Lighting and Horns Body and Frame See: Body and Frame & Air Bags and Seat Belts for further information. See: Restraint Systems Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Testing and Inspection > Diagnostic Trouble Code Tests and Associated Procedures Audible Warning Device: Diagnostic Trouble Code Tests and Associated Procedures System Check System Diagnosis - Chime Perform the System Check and refer to the Symptom Table for the appropriate diagnostic procedures. See: System Check - Chime See: Symptom Related Diagnostic Procedures/Symptom Table - Chime Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Testing and Inspection > Diagnostic Trouble Code Tests and Associated Procedures > Page 7453 Audible Warning Device: Symptom Related Diagnostic Procedures Chart #1 All Warning Chimes Inoperative Chart #2 Key-In-Ignition Warning Does Not Operate Properly (Part 1 Of 2) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Testing and Inspection > Diagnostic Trouble Code Tests and Associated Procedures > Page 7454 Chart #2 Key-In-Ignition Warning Does Not Operate Properly (Part 2 Of 2) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Testing and Inspection > Diagnostic Trouble Code Tests and Associated Procedures > Page 7455 Chart #3 Fasten Belt Indicator Is ON Continuously Chart #4 Fasten Belt Indicator Is ON Continuously Chart #5 Fasten Belt Indicator Does Not Light Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Testing and Inspection > Diagnostic Trouble Code Tests and Associated Procedures > Page 7456 Chart #6 Fasten Belt Indicator Does Not Light And Fasten Belt Chime Does Not Sound (Part 1 Of 2) Chart #6 Fasten Belt Indicator Does Not Light And Fasten Belt Chime Does Not Sound (Part 2 Of 2) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Testing and Inspection > Diagnostic Trouble Code Tests and Associated Procedures > Page 7457 Symptom Table Troubleshooting Hints - Chime PERFORM BEFORE BEGINNING SYSTEM DIAGNOSIS 1. If Speedometer does not operate properly, refer to Powertrain Management for Vehicle Speed Sensor diagnosis. See: Powertrain Management 2. Check CTSY Fuse by operating Courtesy Lights. 3. Check GAGES Fuse by observing the Instrument Cluster. 4. Check Headlight Switch by operating Park Lights. 5. Check that ground G200 is clean and tight. 6. Check that Multi-function Alarm Module is seated properly. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device > Component Information > Testing and Inspection > Diagnostic Trouble Code Tests and Associated Procedures > Page 7458 Audible Warning Device: Component Tests and General Diagnostics The Audible Warnings System sounds a chime to bring attention to one or more of several conditions. These conditions are: 1) the Headlight Switch is in "HEAD" or "PARK" and the Ignition Switch is not in "RUN," "BULB TEST" or "START"; 2) the key is in the Ignition Switch and the LH front door is open; 3) the driver's seat belt is unbuckled when the Ignition Switch is turned to "RUN," "BULB TEST" or "START." Key-In-Ignition Chime Voltage is applied at all times to term "A" of the Multi-function Alarm Module through the CTSY Fuse. When the key is in the ignition and LH front door is open, term "J" of the Multi-function Alarm Module is grounded. This sounds the chime. Fasten Belts Chime With the Ignition Switch in "RUN," "BULB TEST" or "START" voltage is applied through the GAGES Fuse to term "G" of the Multi-function Alarm Module. With the LH front seat belt unbuckled, term "D" of the Multi-function Alarm Module is grounded through the Seat Belt Switch. The fasten belts chime sounds for 4 to 8 seconds. The Fasten Belts Indicator operates for 60 to 90 seconds. Lights-On Chime When the Headlight Switch is in "HEAD" or "PARK," voltage is applied through the Lamp Dimmer Module to term "E" of the Multi-function Alarm Module. When the Ignition Switch is in "RUN," "BULB TEST" or "START" voltage is applied through the GAGES Fuse to term "G" of the Multi-function Alarm Module. If these two voltages are sensed, the chime will not be sounded. When the Ignition Switch is turned to "LOCK," "OFF" or "ACCY," the GAGES Fuse loses voltage. The Multi-function Alarm Module senses the change. If voltage is available from the Headlight Switch, voltage from the CTSY Fuse is applied to sound the chime. Fasten Belts Indicator The Fasten Belts Indicator is also controlled by the Multi-function Alarm Module. The indicator will light: ^ For 60 to 90 seconds after the ignition is turned on if the doors are closed. ^ Any time the doors are open and the Ignition Switch is in "RUN," "BULB TEST" or "START" ^ If there is a fault in the Seat Belt Retractor Solenoid's circuit. Additional Features The Multi-function Alarm Module also controls the Seat Belt Retractor Solenoids, Illuminated Entry and Automatic Door Locks features. Refer to Lighting and Horns, See: Lighting and Horns Body and Frame See: Body and Frame & Air Bags and Seat Belts for further information. See: Restraint Systems Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device Control Module > Component Information > Locations > Multi-Function Chime (MFC) Module Audible Warning Device Control Module: Locations Multi-Function Chime (MFC) Module Convenience Center Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device Control Module > Component Information > Locations > Multi-Function Chime (MFC) Module > Page 7463 Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Audible Warning Device Control Module > Component Information > Locations > Multi-Function Chime (MFC) Module > Page 7464 Convenience Center Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions Brake Warning Indicator: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7469 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7470 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7471 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7472 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7473 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7474 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7475 Brake Warning Indicator: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7476 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7477 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7478 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7479 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7480 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7481 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7482 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7483 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7484 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7485 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7486 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7487 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7488 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7489 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7490 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7491 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7492 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7493 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7494 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7495 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7496 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7497 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7498 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7499 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7500 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Diagrams > Diagram Information and Instructions > Page 7501 Brake Warning Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Description and Operation > Brake Warning System Brake Warning Indicator: Description and Operation Brake Warning System DESCRIPTION The "Brake" warning indicator will be illuminated when a low brake fluid level in the master cylinder is sensed or when the Electronic Brake Control Module (EBCM) lights it in response to certain diagnostic trouble codes. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Description and Operation > Brake Warning System > Page 7504 Brake Warning Indicator: Description and Operation Circuit Operation Battery voltage is applied to the BRAKE Indicator when the Ignition Switch is in RUN, BULB TEST or START. Three switches are connected in parallel to the BRAKE Indicator. When any one of these switches closes, ground is provided and the indicator lights. The Ignition Switch provides a ground when it is in the BULB TEST and START positions. The Park Brake Switch provides a ground when the Park Brake is applied. The Brake Fluid Level Switch closes to light the BRAKE Indicator when there is low brake fluid in one of the two hydraulic brake systems. This could be caused by a leak in one of the brake lines. The switch can be reset to an open position by refilling the reservoir, however this can only be accomplished after the faulty system has been repaired. The Electronic Brake Control Module (EBCM) will cause the BRAKE Indicator to light only when the Antilock Brake System degrades the base brake system. In cars with Daytime Running Lights, the Daytime Running Lights remain off if the BRAKE Indicator is lit. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Description and Operation > Brake Warning System > Page 7505 Brake Warning Indicator: Description and Operation Brake Pressure Warning Lamp DESCRIPTION The warning lamp should illuminate when the ignition switch is in the start position, and turn off when the switch returns to run. If the brake lamp remains on after the ignition returns to run, check fluid level in master cylinder reservoir and inspect parking brake. If the warning lamp does not turn on during cranking, check for defective bulb or blown fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview Brake Warning Indicator: Initial Inspection and Diagnostic Overview Circuit Operation Battery voltage is applied to the BRAKE Indicator when the Ignition Switch is in RUN, BULB TEST or START. Three switches are connected in parallel to the BRAKE Indicator. When any one of these switches closes, ground is provided and the indicator lights. The Ignition Switch provides a ground when it is in the BULB TEST and START positions. The Park Brake Switch provides a ground when the Park Brake is applied. The Brake Fluid Level Switch closes to light the BRAKE Indicator when there is low brake fluid in one of the two hydraulic brake systems. This could be caused by a leak in one of the brake lines. The switch can be reset to an open position by refilling the reservoir, however this can only be accomplished after the faulty system has been repaired. The Electronic Brake Control Module (EBCM) will cause the BRAKE Indicator to light only when the Antilock Brake System degrades the base brake system. In cars with Daytime Running Lights, the Daytime Running Lights remain off if the BRAKE Indicator is lit. System Diagnosis Refer to Symptom Table for listed symptoms and refer Diagnostic Tests for Diagnostic procedures. See: Symptom Related Diagnostic Procedures/Symptom Table See: Symptom Related Diagnostic Procedures/Diagnostic Tests System Check System Check Table Refer to the System Diagnosis given if other results occur. See: System Diagnosis Troubleshooting Hints TRY THE FOLLOWING CHECKS BEFORE DOING THE SYSTEM CHECK 1. Check GAGES Fuse by operating the Rear Defogger and observing the Indicator with the Ignition Switch in RUN and engine off. 2. Check ground G100 by operating the Blower Motor. 3. If the BRAKE Indicator does not light for a particular condition, check the suspect switch for battery voltage at the TAN/WHT (33) terminal and a good ground circuit. If the TAN/WHT (33) wires are good to suspect switch, check 150 (BLK) wire for an open (see schematic). If OK, replace suspect switch. ^ Go to System Check for a guide to normal operation. See: System Check ^ Go to System Diagnosis for diagnostic tests. See: System Diagnosis ^ Refer to Starting and Charging for Ignition Switch access information. See: Starting and Charging Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Brake Warning Indicator > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 7508 Brake Warning Indicator: Symptom Related Diagnostic Procedures Symptom Table Symptom Table: Chart A: BRAKE Indicator remains on with ignition switch in RUN and park brake off. See: Diagnostic Tests Diagnostic Tests 1. Put Ignition Switch in RUN. Disconnect the Park Brake Switch and Brake Fluid Level Switch and observe BRAKE Indicator. ^ If BRAKE Indicator goes out when a switch is disconnected, replace suspect switch. ^ If BRAKE Indicator stays on and vehicle is equipped with Daytime Running Lights, go to step 2. If vehicle is not equipped with Daytime Running Lights, go to step 3. 2. Disconnect Daytime Running Lights (DRL) Module and observe BRAKE Indicator with the Ignition Switch in RUN. ^ If BRAKE Indicator goes out when module is disconnected, replace the module. ^ If BRAKE Indicator stays on, go to step 3. 3. Disconnect the Electronic Brake Control Module (EBCM) connector C2. ^ If BRAKE Indicator goes out, refer to Brakes and Traction Control. See: Brakes and Traction Control ^ If BRAKE Indicator stays on, go to step 4. 4. With the Ignition Switch in RUN and connector disconnected, check for continuity between the Ignition Switch half of terminal D/C1 and F/C2. ^ If there is continuity, replace the Ignition Switch. ^ If there is no continuity, check for a short to ground in the 33 (TAN/WHT) wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Check Gauges Lamp > Component Information > Description and Operation Check Gauges Lamp: Description and Operation DESCRIPTION The "Check Gage" warning lamp will illuminate to warn the driver to check the oil pressure gauge, engine coolant temperature gauge and the voltmeter. When lit, the "Check Gage" lamp indicates that one of these gauges is operating in an abnormal range. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Locations Console Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Diagrams > Diagram Information and Instructions Cigarette Lighter: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Diagrams > Diagram Information and Instructions > Page 7517 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Diagrams > Diagram Information and Instructions > Page 7518 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Diagrams > Diagram Information and Instructions > Page 7519 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Diagrams > Diagram Information and Instructions > Page 7520 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Diagrams > Diagram Information and Instructions > Page 7521 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Diagrams > Diagram Information and Instructions > Page 7522 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Diagrams > Diagram Information and Instructions > Page 7523 Cigarette Lighter: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Diagrams > Diagram Information and Instructions > Page 7524 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Diagrams > Diagram Information and Instructions > Page 7525 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Diagrams > Diagram Information and Instructions > Page 7526 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Diagrams > Diagram Information and Instructions > Page 7527 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Diagrams > Diagram Information and Instructions > Page 7528 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Diagrams > Diagram Information and Instructions > Page 7529 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Diagrams > Diagram Information and Instructions > Page 7530 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Diagrams > Diagram Information and Instructions > Page 7531 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Diagrams > Diagram Information and Instructions > Page 7532 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Diagrams > Diagram Information and Instructions > Page 7533 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Diagrams > Diagram Information and Instructions > Page 7534 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Diagrams > Diagram Information and Instructions > Page 7535 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Diagrams > Diagram Information and Instructions > Page 7536 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Diagrams > Diagram Information and Instructions > Page 7537 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Diagrams > Diagram Information and Instructions > Page 7538 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Diagrams > Diagram Information and Instructions > Page 7539 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Diagrams > Diagram Information and Instructions > Page 7540 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Diagrams > Diagram Information and Instructions > Page 7541 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Diagrams > Diagram Information and Instructions > Page 7542 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Diagrams > Diagram Information and Instructions > Page 7543 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Diagrams > Diagram Information and Instructions > Page 7544 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Diagrams > Diagram Information and Instructions > Page 7545 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Diagrams > Diagram Information and Instructions > Page 7546 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Diagrams > Diagram Information and Instructions > Page 7547 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Diagrams > Diagram Information and Instructions > Page 7548 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Diagrams > Diagram Information and Instructions > Page 7549 Cigarette Lighter: Electrical Diagrams Interior Lights: Cigar Lighter/I/P Compartment/Luggage Compartment/Cargo (All Except Convertible) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Diagrams > Diagram Information and Instructions > Page 7550 Interior Lights: Cigar Lighter/I/P Compartment/Luggage Compartment/Header/Quarter Courtesy (Convertible) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Diagrams > Diagram Information and Instructions > Page 7551 Interior Lights: Dome/Map (All Except Convertible) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Diagrams > Diagram Information and Instructions > Page 7552 Interior Lights: Illuminated Entry Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview Cigarette Lighter: Initial Inspection and Diagnostic Overview Circuit Operation Voltage is applied at all times through the CTSY Fuse to the Multi-function Alarm Module, and the Interior Lights. Voltage is also applied in RUN, BULB TEST or START through the GAGES Fuse to the Multi-function Alarm Module. The Front Door Handle Switches turn on the Interior Lights through the Multi-function Alarm Module. When either front door handle is raised or door is opened, its Front Door Handle Switch closes to ground an input to the module. The module then grounds the Interior Lights to turn them on. The Dome Light Switch also turns on the Interior Lights, independent of the door switches or the Multi- function Alarm Module. An Interior Lights-on delay is provided by the Multi-function Alarm Module after a front door has been opened. The lights remain on for about 40 seconds, or until the Ignition Switch is turned to RUN. This 40 second delay is reduced to 4 seconds if a front door is opened within 2 minutes after the Ignition Switch is moved from the RUN, START or BULB TEST position. System Check Troubleshooting Hints PERFORM BEFORE BEGINNING SYSTEM DIAGNOSIS 1. The Multi-function Alarm Module controls Interior Lights and generates chime alarms (Refer to Instrument Panel, Gauges and Warning Indicators). See: It also controls Automatic Door Locks (Refer to Body and Frame) See: Body and Frameand Seat Belt Release Solenoids (Refer to Air Bags and Seat Belts). See: Restraint Systems 2. Verify that all chime alarms operate before proceeding with following diagnostic text. If any chime alarms do not operate, Refer to Instrument Panel, Gauges and Warning Indicators. See: 3. If only one light does not operate, check bulb and related wiring. 4. Check that Multi-function Alarm Module is properly seated. 5. If none of the Courtesy Lights opeate, check CTSY Fuse. 6. If Interior Lights are intermittently inoperative, check that there are no Interior Lights left on, especially the Luggage Compartment and I/P Compartment Lights. 7. If Cigar Lighter is inoperative, check GIG LTR Fuse, CKT 840 and CKT 150 for an open. If OK, replace Cigar Lighter. 8. Refer to Instrument Panel, Gauges and Warning Indicators for Multi-function Alarm Module access. See: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 7555 Cigarette Lighter: Symptom Related Diagnostic Procedures Chart #1 Interior Lights Do Not Operate When Front Door Opened Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Cigarette Lighter > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 7556 Chart #2 Interior Lights Do Not Turn OFF Symptom Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Coolant Level Indicator Lamp > Component Information > Description and Operation Coolant Level Indicator Lamp: Description and Operation DESCRIPTION This lamp will be illuminated when engine coolant level in the radiator drops below a predetermined level. To turn lamp off, check cooling system, then add coolant to bring system to proper level. OPERATION Some vehicles use a buzzer or indicator lamp to convey a low coolant level condition. The buzzer or lamp is activated by a sensor, located in the radiator, when the coolant level becomes one quart low, or more. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Dash Board / Instrument Panel <--> [Dashboard / Instrument Panel] > Component Information > Service and Repair Dash Board / Instrument Panel: Service and Repair Fig. 87 Steering Column Opening Filler Removal Fig. 88 I/P Compartment Housing Removal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Dash Board / Instrument Panel <--> [Dashboard / Instrument Panel] > Component Information > Service and Repair > Page 7563 Fig. 89 Convenience Center Removal Fig. 90 I/P Removal 1. Disconnect battery ground cable, then remove three screws from steering column opening filler, Fig. 87, and pull downward to disengage clips and remove. 2. Remove left and right sound insulators. 3. Remove instrument panel compartment housing as follows: a. Open instrument panel compartment door, Fig. 88, then remove screws attaching instrument panel housing to instrument panel. b. Pull out housing enough to disconnect rear compartment lid release switch and remove instrument panel compartment light and right courtesy lamp. c. Remove instrument panel compartment housing. 4. Remove console assembly, then the convenience center, Fig. 89. 5. Disconnect forward lamp and engine electrical harnesses from bulkhead connector. 6. Remove two corner instrument panel retaining screws, and one screw to instrument panel brace at left side of instrument panel opening, Fig. 90. 7. Remove defroster grilles, then the upper retaining screws located in defroster duct openings. 8. Remove steering column as described in ``Steering Columns'' section. 9. Pull instrument panel assembly out enough to disconnect all electrical connectors and vacuum lines. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Dash Board / Instrument Panel <--> [Dashboard / Instrument Panel] > Component Information > Service and Repair > Page 7564 10. Remove instrument panel assembly with electrical harness attached. 11. If necessary, remove electrical harness assembly. 12. Reverse procedure to install. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Dimmer Switch > Component Information > Technical Service Bulletins > IP Dimmer Control - Proper Setting Dimmer Switch: Technical Service Bulletins IP Dimmer Control - Proper Setting File In Section: 08 - Body and Accessories Bulletin No.: 99-08-42-009 Date: November, 1999 INFORMATION Subject: Proper Setting of I/P Dimmer Control to View PRNDL Display with Automatic Headlamp Control Models: 2000 and Prior All Passenger Cars and Trucks With Automatic Headlamp Control and Electronic PRNDL Display Under certain conditions, if the instrument panel dimmer control is turned relatively low, the PRNDL will not be visible until the automatic headlamp control turns the headlamps off and the daytime running lamps (DRL) are turned back on. Such a condition may be if the vehicle is first started in an environment where the headlamp control turns on the headlamps and then the vehicle is driven out into a brighter environment (for example, when a vehicle is backed out of a dark garage into the bright sunlight). This condition is normal and any repair attempt will not be successful. Demonstrate this condition to the customer using the service lane and then turn the instrument panel dimmer control to a higher setting. This will enable the driver to see the PRNDL display Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Dimmer Switch > Component Information > Technical Service Bulletins > Page 7569 Dimmer Switch: Locations Behind LH Side Of I/P Panel Dimmer Switch is located at LH side of I/P near LH front Speaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Dimmer Switch > Component Information > Technical Service Bulletins > Page 7570 Harness Connector Faces: Panel Dimmer Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Dimmer Switch > Component Information > Technical Service Bulletins > Page 7571 Dimmer Switch: Service and Repair 1. Remove steering wheel as outlined under Steering Wheel. Refer to Steering and Suspension/Steering. 2. Remove turn signal switch as outlined under Turn Signal Switch. Refer to Turn Signals. 3. Remove windshield wiper switch as outlined under Windshield Wiper Switch. Refer to Wiper and Washer System. 4. Remove ignition switch to ignition switch housing attaching screws. 5. Depress ignition switch locking tab, then disconnect switch electrical connectors. 6. Reverse procedure to install, noting the following: a. Ensure lock cylinder shaft aligns with slotted opening on ignition switch. b. Torque ignition switch attaching screws to 21 inch lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Door Switch > Component Information > Locations Center Of Console (Sedan Shown, Station Wagon Similar) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Fuel Gauge > Component Information > Description and Operation > Fuel Gauge System Fuel Gauge: Description and Operation Fuel Gauge System DESCRIPTION The fuel gauge system consists of a sending unit, instrument voltage regulator and an electric fuel gauge. The sending unit is a variable resistor that is controlled by a float. Corresponding to actual fuel level, the float will rise or fall. When the ignition is turned to the On position, voltage is applied to the gauge through the voltage regulator, completing the gauge ground circuit through the sending unit. OPERATION When the tank is full and the float is raised, maximum resistance (approximately 90 ohms) is produced by the sending unit, current flow through the gauge is decreased, and the gauge pointer moves slightly. As the tank empties and the float drops resistance in the sending unit decreases, current flow through the gauge increases and the gauge pointer moves toward empty. Most analog fuel gauges are of the free floating type, which means that the gauge pointer does not remain against the full stop when the ignition is off. Rather, the pointer floats to a mid-position when no voltage is applied to the gauge. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Fuel Gauge > Component Information > Description and Operation > Fuel Gauge System > Page 7579 Fuel Gauge: Description and Operation Fuel Usage DESCRIPTION This system consists of green and amber indicator lights located on the fuel gauge or telltale lamp cluster, a switch mounted on the instrument panel behind the gauges and an interconnecting vacuum hose and tee. OPERATION The system operates on engine vacuum through a dual contact vacuum sensing switch. When the accelerator is operated slowly and smoothly, engine vacuum remains high and the switch passes current to the green indicator light which indicates economical fuel consumption. When the accelerator pedal is depressed rapidly, vacuum decreases and the switch passes current to the amber indicator light, which indicates high fuel consumption. The amber indicator light will glow when the ignition switch is in the On position with the engine stopped. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Fuel Gauge > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures Fuel Gauge: Symptom Related Diagnostic Procedures Fuel Gauge Inaccurate Tester BT-6508 or equivalent must be used to diagnose dash gauge malfunction. 1. Ensure battery is fully charged, disconnect electrical connector to tank unit and connect tester to between harness connector and suitable ground following manufacturer's instructions. 2. Set tester on empty then turn on ignition. Gauge should read empty or below. 3. Set tester on full. Gauge should read full or above. 4. If gauge does not respond to tester input, replace dash gauge. If gauge responds correctly, check for poor connections at tank unit, poor tank unit ground or defective tank unit. Gauge Reads Empty When Tank Is Full This condition is generally caused by a short in the fuel tank unit circuit. 1. Disconnect electrical connector to sending unit, then turn ignition switch to ON position. 2. If gauge reads past full, test gauge with tester tool No. BT-6508, or equivalent. If gauge reads empty, disconnect main body harness connector, near the fuse block. 3. If gauge still shows empty, check for short in printed circuit or defective gauge. If gauge reads beyond full, reconnect front body harness connector and disconnect rear body harness connector (in left wheel house). 4. If gauge shows empty, locate and repair grounded wire in harness between front and rear body harness connectors. If gauge reads beyond full, check for short between rear body harness connector, damaged float or defective sending unit. Gauge Reads Full or Beyond at All Times This condition is generally caused by an open in the tank unit circuit. 1. Check tank unit ground for proper contact with body or chassis and repair as needed. 2. If tank unit ground is satisfactory, disconnect electrical connector to tank unit and connect harness side of connector to suitable ground with jumper wire, then turn on ignition. 3. If gauge reads empty, remove fuel tank and inspect wiring to sending unit. If wiring and connections are satisfactory, replace tank unit. 4. If gauge still shows full, disconnect front body harness connector and ground fuel gauge wire terminal in instrument panel side of connector. 5. If gauge still reads full, check for loose connection in cluster, open (crack) in printed circuit or defective gauge. If gauge reads empty, locate and repair open or poor connection between front body connector and tank unit connector. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Fuel Gauge > Component Information > Testing and Inspection > Symptom Related Diagnostic Procedures > Page 7582 Fuel Gauge: Component Tests and General Diagnostics 1. With ignition switch in the on position, ground each terminal at the economy switch. Both green and amber indicator lights should glow. If not check for burned out bulbs. 2. With ignition switch in On position, amber indicator light should glow. If not, check for loose or disconnected wires at fuel economy switch or for poor ground. If amber indicator light still does not glow replace switch. 3. Start engine and allow to idle, the green indicator light should glow. If not, check for leaking, plugged or kinked vacuum hose between vacuum source and fuel economy switch. Check for loose or disconnected wires at economy switch or poor ground. If green indicator lamp still does not glow, replace switch. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Fuel Gauge Sender > Component Information > Service and Repair Fuel Gauge Sender: Service and Repair Modular Fuel Sender To Tank Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Fuel Gauge Sender > Component Information > Service and Repair > Page 7586 Modular Fuel Sender Assembly NOTE: Always replace fuel sender assembly O-ring when reinstalling fuel sender assembly. Remove or Disconnect: 1. Negative battery cable. 2. Relieve system fuel pressure. 3. Drain fuel tank. Refer to "DRAINING FUEL TANK." 4. Fuel tank, Refer to "FUEL TANK REPLACEMENT." Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Fuel Gauge Sender > Component Information > Service and Repair > Page 7587 5. While holding, the modular fuel sender assembly down, remove the snap ring from designated slots located on the retainer. IMPORTANT: ^ The modular fuel sender assembly may spring up from its position. ^ When removing the modular fuel sender assembly from the fuel tank, be aware that that the reservoir bucket is full of fuel. It must be tipped slightly during removal to avoid damage to the float. Discard fuel sender O-ring and replace with a new one. ^ Carefully discard the reservoir fuel into an approved container. INSTALL OR CONNECT: 1. New O-ring on modular fuel sender to tank. 2. Align tab on front of sender with slot on front of retainer snap ring. 3. Slowly apply pressure to top of spring loaded sender until sender aligns flush with retainer on tank. 4. Insert snap ring into designated slots. IMPORTANT: ^ Be sure that the snap ring is fully seated within the tab slots. 5. Fuel tank. Refer to "FUEL TANK REPLACEMENT" 6. Lower vehicle. 7. Refill tank. INSPECT: ^ Turn ignition to "ON" position for two seconds, then to "OFF" for ten seconds. Again turn to "ON" position, and check for fuel leak's. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Instrument Cluster / Carrier <--> [Instrument Cluster / Carrier] > Component Information > Technical Service Bulletins > Customer Interest: > 99-08-49-006 > Apr > 99 > Instrument Panel - Upper Surface Reflection Instrument Cluster / Carrier: Customer Interest Instrument Panel - Upper Surface Reflection File In Section: 08 - Body and Accessories Bulletin No.: 99-08-49-006 Date: April, 1999 INFORMATION Subject: Cleaning of Upper Instrument Panel Surfaces Models: 1999 and Prior Passenger Cars and Light Duty Trucks Comments on a reflection of the upper instrument panel pad into the windshield, when driving in direct sunlight, may be received. This condition, sometimes referred to as a "veiling reflection", may be aggravated by the use of wax or silicone based products when cleaning the surface. Advise customers, technicians and new car prep or make ready personnel, that products containing wax or silicone should not be used to clean the top instrument panel pad. A warm water and mild soap solution such as saddle soap, oil soap or an equivalent, should be used whenever the top instrument panel pad needs cleaning. If a customer requests that a protectant type product be applied, ONLY USE THOSE THAT LEAVE A FLAT OR SATIN FINISH. Do NOT apply products that leave a glossy finish or those that Increase the shine level above the original production level. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Instrument Cluster / Carrier <--> [Instrument Cluster / Carrier] > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Instrument Cluster / Carrier: > 99-08-42-009 > Nov > 99 > IP Dimmer Control - Proper Setting Instrument Cluster / Carrier: All Technical Service Bulletins IP Dimmer Control - Proper Setting File In Section: 08 - Body and Accessories Bulletin No.: 99-08-42-009 Date: November, 1999 INFORMATION Subject: Proper Setting of I/P Dimmer Control to View PRNDL Display with Automatic Headlamp Control Models: 2000 and Prior All Passenger Cars and Trucks With Automatic Headlamp Control and Electronic PRNDL Display Under certain conditions, if the instrument panel dimmer control is turned relatively low, the PRNDL will not be visible until the automatic headlamp control turns the headlamps off and the daytime running lamps (DRL) are turned back on. Such a condition may be if the vehicle is first started in an environment where the headlamp control turns on the headlamps and then the vehicle is driven out into a brighter environment (for example, when a vehicle is backed out of a dark garage into the bright sunlight). This condition is normal and any repair attempt will not be successful. Demonstrate this condition to the customer using the service lane and then turn the instrument panel dimmer control to a higher setting. This will enable the driver to see the PRNDL display Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Instrument Cluster / Carrier <--> [Instrument Cluster / Carrier] > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Instrument Cluster / Carrier: > 99-08-49-006 > Apr > 99 > Instrument Panel - Upper Surface Reflection Instrument Cluster / Carrier: All Technical Service Bulletins Instrument Panel - Upper Surface Reflection File In Section: 08 - Body and Accessories Bulletin No.: 99-08-49-006 Date: April, 1999 INFORMATION Subject: Cleaning of Upper Instrument Panel Surfaces Models: 1999 and Prior Passenger Cars and Light Duty Trucks Comments on a reflection of the upper instrument panel pad into the windshield, when driving in direct sunlight, may be received. This condition, sometimes referred to as a "veiling reflection", may be aggravated by the use of wax or silicone based products when cleaning the surface. Advise customers, technicians and new car prep or make ready personnel, that products containing wax or silicone should not be used to clean the top instrument panel pad. A warm water and mild soap solution such as saddle soap, oil soap or an equivalent, should be used whenever the top instrument panel pad needs cleaning. If a customer requests that a protectant type product be applied, ONLY USE THOSE THAT LEAVE A FLAT OR SATIN FINISH. Do NOT apply products that leave a glossy finish or those that Increase the shine level above the original production level. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Instrument Cluster / Carrier <--> [Instrument Cluster / Carrier] > Component Information > Technical Service Bulletins > All Other Service Bulletins for Instrument Cluster / Carrier: > 99-08-42-009 > Nov > 99 > IP Dimmer Control - Proper Setting Instrument Cluster / Carrier: All Technical Service Bulletins IP Dimmer Control - Proper Setting File In Section: 08 - Body and Accessories Bulletin No.: 99-08-42-009 Date: November, 1999 INFORMATION Subject: Proper Setting of I/P Dimmer Control to View PRNDL Display with Automatic Headlamp Control Models: 2000 and Prior All Passenger Cars and Trucks With Automatic Headlamp Control and Electronic PRNDL Display Under certain conditions, if the instrument panel dimmer control is turned relatively low, the PRNDL will not be visible until the automatic headlamp control turns the headlamps off and the daytime running lamps (DRL) are turned back on. Such a condition may be if the vehicle is first started in an environment where the headlamp control turns on the headlamps and then the vehicle is driven out into a brighter environment (for example, when a vehicle is backed out of a dark garage into the bright sunlight). This condition is normal and any repair attempt will not be successful. Demonstrate this condition to the customer using the service lane and then turn the instrument panel dimmer control to a higher setting. This will enable the driver to see the PRNDL display Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Instrument Cluster / Carrier <--> [Instrument Cluster / Carrier] > Component Information > Locations > Component Locations LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Instrument Cluster / Carrier <--> [Instrument Cluster / Carrier] > Component Information > Locations > Component Locations > Page 7612 Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Instrument Cluster / Carrier <--> [Instrument Cluster / Carrier] > Component Information > Locations > Page 7613 Instrument Cluster / Carrier: Service and Repair Fig. 9 Instrument Cluster. 1. Disconnect battery ground cable. 2. Remove steering column opening filler attaching screws, then remove steering opening filler. 3. Pull down slightly on steering column cover to remove bottom cluster extension attaching screws, then remove cluster extension. 4. Disconnect instrument panel dimmer and interior lamp control switches electrical connectors. 5. Remove instrument cluster top attaching screws, Fig. 9. 6. Pull instrument cluster rearward to remove. 7. Reverse procedure to install. Torque instrument cluster attaching bolts to 19 inch lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Key Reminder Switch > Component Information > Locations Below LH Side Of I/P (Manual) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Low Fuel Lamp/Indicator > Component Information > Description and Operation Low Fuel Lamp/Indicator: Description and Operation DESCRIPTION The switch type consists of an indicator light and a low fuel warning switch located on the instrument panel. OPERATION The warning switch contacts are closed by the difference in voltage potential between the fuel gauge terminals. This voltage differential will activate the warning switch when the fuel tank is less than 1/4 full and, in turn, cause the indicator to light. This system incorporates an indicator light. With ignition switch turned to On, the indicator should light. If not, check bulb and all electrical connections. Replace warning switch if bulb and connections prove satisfactory. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Malfunction Indicator Lamp > Component Information > Service and Repair Malfunction Indicator Lamp: Service and Repair The check "engine lamp", "service engine soon" or "malfunction indiactor" lamp will be illuminated when the ignition switch is placed in the "ON" position. When the engine is started, the lamp should go "OFF." If the lamp remains "ON" for 10 seconds or constantly after the engine is started, the self diagnosis system has detected a problem and has stored a code in the system Electronic Control Module (ECM/PCM). After diagnosis and repair, the ECM/PCM memory can be cleared of codes as follows: Remove the ECM/PCM fuse or disconnect the battery ground cable for approximately 30 seconds, with ignition switch in the "OFF" position. It should be noted, if battery ground cable is disconnected to clear codes, components such as clocks, electronically tuned radios etc., will have to be reset. On vehicles that are equipped as such, the ECM/PCM power feed is connected by a pigtail, in-line fuse holder, at the positive battery terminal. To clear codes within the ECM/PCM system and protect the components that need resetting, disconnect the in-line fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Odometer > Component Information > Technical Service Bulletins > Odometer/Speedometer - ACDelco Service Center Locations Odometer: Technical Service Bulletins Odometer/Speedometer - ACDelco Service Center Locations File In Section: 8 - Chassis/Body Electrical Bulletin No.: 66-83-04A Date: September, 1996 INFORMATION Subject: AC Delco Service Center Locations for Odometer/Speedometer Service Models: 1997 and Prior Passenger Cars and Trucks (excluding Cadillac) This bulletin is being revised to provide the necessary contact information only. Please discard Corporate Bulletin Number 66-83-04 (Section 8 - Chassis/Body Electrical) General Motors provides service for sophisticated electronic products through the authorized AC Delco Service Center Program. This program is designed to provide GM vehicle owners with the highest quality and most technically up-to-date product available. Repair products from unauthorized service outlets are not acceptable as warranty replacements. Currently, there are 25 authorized AC Delco Service Centers who exchange and remanufacture odometer/speedometers (list included). Only these Centers should be contacted for service. Important: W series and 1997 T series Medium Duty truck odometer/speedometers must be ordered directly from GMSPO. The following steps should be taken when utilizing the AC Delco Service Centers: Dealers should contact their local AC Delco Service Center (list included). Any listed facility may be used. The following information must be provided: Part number VIN, Mileage, Vehicle Year, Make and Model Dealer Name and Address Delivery Date of Vehicle Name of the person requesting exchange or service Phone number Repair Order Number P.O. number (if non - warranty) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Odometer > Component Information > Technical Service Bulletins > Odometer/Speedometer - ACDelco Service Center Locations > Page 7627 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Odometer > Component Information > Technical Service Bulletins > Odometer/Speedometer - ACDelco Service Center Locations > Page 7628 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Odometer > Component Information > Technical Service Bulletins > Odometer/Speedometer - ACDelco Service Center Locations > Page 7629 AC Delco Service Centers Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Oil Level Warning Indicator > Component Information > Description and Operation Oil Level Warning Indicator: Description and Operation DESCRIPTION This lamp illuminates to warn the driver that the engine oil level is low. When the ignition switch is first moved to Run, the oil level indicator lights for about 1 1/2 seconds as a bulb check. The oil level detection circuit has two internal timers. The first timer records the amount of time the ignition has been Off. The second timer records the amount of time the ignition has been On before the ignition was shut Off. The instrument cluster uses this information to determine if the engine has been sitting long enough for the oil to have returned to the oil pan. OPERATION The oil level monitoring circuits will check the oil level switch under the following conditions: 1. Ignition has been turned Off for more than 30 minutes. 2. Ignition has been Off for at least three minutes after ignition has been On for at least 12 minutes. If the oil level is low (oil level switch open), the "Check Oil" indicator will be turned On for the remainder of the ignition cycle. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Oil Pressure Gauge > Component Information > Description and Operation Oil Pressure Gauge: Description and Operation DESCRIPTION This oil pressure indicating system incorporates an instrument voltage regulator, electrical oil pressure gauge and a sending unit which are connected in series. The sending unit consists of a diaphragm, contact and a variable resistor. OPERATION As oil pressure increases or decreases, the diaphragm actuated the contact on the variable resistor, in turn controlling current flow through the gauge. When oil pressure is low, the resistance of the variable resistor is high, restricting current flow to the gauge, in turn indicating low oil pressure. As oil pressure increases, the resistance of the variable resistor is lowered, permitting an increased current flow to the gauge, resulting in an increased gauge reading. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Oil Pressure Gauge > Component Information > Description and Operation > Page 7636 Oil Pressure Gauge: Service and Repair Disconnect the oil pressure gauge lead from the sending unit, connect a 12 volt test lamp between the gauge lead and the ground and turn ignition on. If test lamp flashes, the instrument voltage regulator is functioning properly and the gauge circuit is not broken. If the test lamp remains lit, the instrument voltage regulator is defective and must be replaced. If the test lamp does not light, check the instrument voltage regulator for proper ground or an open circuit. Also, check for an open in the instrument voltage regulator to oil pressure gauge wire or in the gauge itself. If test lamp flashes and gauge is not accurate, the gauge may be out of calibration, requiring replacement. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Oil Temperature Gauge > Component Information > Testing and Inspection Oil Temperature Gauge: Testing and Inspection Check for a defective wire inside the insulation which could cause system malfunction but prove "GOOD" in a continuity/voltage check with the system disconnected. These circuits may be intermittent or resistive when loaded, and if possible, should be checked by monitoring for a voltage drop with the system operational. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Parking Brake Warning Switch > Component Information > Locations > Component Locations Console Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Parking Brake Warning Switch > Component Information > Locations > Component Locations > Page 7644 Console Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Relays and Modules - Instrument Panel > Audible Warning Device Control Module > Component Information > Locations > Multi-Function Chime (MFC) Module Audible Warning Device Control Module: Locations Multi-Function Chime (MFC) Module Convenience Center Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Relays and Modules - Instrument Panel > Audible Warning Device Control Module > Component Information > Locations > Multi-Function Chime (MFC) Module > Page 7650 Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Relays and Modules - Instrument Panel > Audible Warning Device Control Module > Component Information > Locations > Multi-Function Chime (MFC) Module > Page 7651 Convenience Center Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Sensors and Switches - Instrument Panel > Dimmer Switch > Component Information > Technical Service Bulletins > IP Dimmer Control - Proper Setting Dimmer Switch: Technical Service Bulletins IP Dimmer Control - Proper Setting File In Section: 08 - Body and Accessories Bulletin No.: 99-08-42-009 Date: November, 1999 INFORMATION Subject: Proper Setting of I/P Dimmer Control to View PRNDL Display with Automatic Headlamp Control Models: 2000 and Prior All Passenger Cars and Trucks With Automatic Headlamp Control and Electronic PRNDL Display Under certain conditions, if the instrument panel dimmer control is turned relatively low, the PRNDL will not be visible until the automatic headlamp control turns the headlamps off and the daytime running lamps (DRL) are turned back on. Such a condition may be if the vehicle is first started in an environment where the headlamp control turns on the headlamps and then the vehicle is driven out into a brighter environment (for example, when a vehicle is backed out of a dark garage into the bright sunlight). This condition is normal and any repair attempt will not be successful. Demonstrate this condition to the customer using the service lane and then turn the instrument panel dimmer control to a higher setting. This will enable the driver to see the PRNDL display Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Sensors and Switches - Instrument Panel > Dimmer Switch > Component Information > Technical Service Bulletins > Page 7657 Dimmer Switch: Locations Behind LH Side Of I/P Panel Dimmer Switch is located at LH side of I/P near LH front Speaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Sensors and Switches - Instrument Panel > Dimmer Switch > Component Information > Technical Service Bulletins > Page 7658 Harness Connector Faces: Panel Dimmer Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Sensors and Switches - Instrument Panel > Dimmer Switch > Component Information > Technical Service Bulletins > Page 7659 Dimmer Switch: Service and Repair 1. Remove steering wheel as outlined under Steering Wheel. Refer to Steering and Suspension/Steering. 2. Remove turn signal switch as outlined under Turn Signal Switch. Refer to Turn Signals. 3. Remove windshield wiper switch as outlined under Windshield Wiper Switch. Refer to Wiper and Washer System. 4. Remove ignition switch to ignition switch housing attaching screws. 5. Depress ignition switch locking tab, then disconnect switch electrical connectors. 6. Reverse procedure to install, noting the following: a. Ensure lock cylinder shaft aligns with slotted opening on ignition switch. b. Torque ignition switch attaching screws to 21 inch lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Sensors and Switches - Instrument Panel > Door Switch > Component Information > Locations Center Of Console (Sedan Shown, Station Wagon Similar) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Sensors and Switches - Instrument Panel > Fuel Gauge Sender > Component Information > Service and Repair Fuel Gauge Sender: Service and Repair Modular Fuel Sender To Tank Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Sensors and Switches - Instrument Panel > Fuel Gauge Sender > Component Information > Service and Repair > Page 7666 Modular Fuel Sender Assembly NOTE: Always replace fuel sender assembly O-ring when reinstalling fuel sender assembly. Remove or Disconnect: 1. Negative battery cable. 2. Relieve system fuel pressure. 3. Drain fuel tank. Refer to "DRAINING FUEL TANK." 4. Fuel tank, Refer to "FUEL TANK REPLACEMENT." Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Sensors and Switches - Instrument Panel > Fuel Gauge Sender > Component Information > Service and Repair > Page 7667 5. While holding, the modular fuel sender assembly down, remove the snap ring from designated slots located on the retainer. IMPORTANT: ^ The modular fuel sender assembly may spring up from its position. ^ When removing the modular fuel sender assembly from the fuel tank, be aware that that the reservoir bucket is full of fuel. It must be tipped slightly during removal to avoid damage to the float. Discard fuel sender O-ring and replace with a new one. ^ Carefully discard the reservoir fuel into an approved container. INSTALL OR CONNECT: 1. New O-ring on modular fuel sender to tank. 2. Align tab on front of sender with slot on front of retainer snap ring. 3. Slowly apply pressure to top of spring loaded sender until sender aligns flush with retainer on tank. 4. Insert snap ring into designated slots. IMPORTANT: ^ Be sure that the snap ring is fully seated within the tab slots. 5. Fuel tank. Refer to "FUEL TANK REPLACEMENT" 6. Lower vehicle. 7. Refill tank. INSPECT: ^ Turn ignition to "ON" position for two seconds, then to "OFF" for ten seconds. Again turn to "ON" position, and check for fuel leak's. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Sensors and Switches - Instrument Panel > Key Reminder Switch > Component Information > Locations Below LH Side Of I/P (Manual) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Sensors and Switches - Instrument Panel > Parking Brake Warning Switch > Component Information > Locations > Component Locations Console Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Sensors and Switches - Instrument Panel > Parking Brake Warning Switch > Component Information > Locations > Component Locations > Page 7675 Console Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Sensors and Switches - Instrument Panel > Temperature Switch (Warning Indicator) > Component Information > Description and Operation Temperature Switch (Warning Indicator): Description and Operation DESCRIPTION If the red light is not lit when the engine is being cranked, check for a burned out bulb, an open in the light circuit, or a defective ignition switch. If the red light is lit when the engine is running, check the wiring between light and switch for a ground, temperature switch defective, or overheated cooling system. As a test circuit to check whether the red bulb is functioning properly, a wire which is connected to the ground terminal of the ignition switch is tapped into its circuit. When the ignition is in the start engine cranking position, the ground terminal is grounded inside the switch and the red bulb will be lit. When the engine is started and the ignition switch is in the on position, the test circuit is opened and the bulb is then controlled by the temperature switch. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Shift Indicator > Component Information > Description and Operation Shift Indicator: Description and Operation DESCRIPTION This lamp is used on most models equipped with manual transmission. OPERATION The Upshift lamp is illuminated to inform the driver of ideal shift points, with improved fuel economy as the specific objective. When the light is illuminated, the transmission should be shifted to the next highest gear, if driving conditions permit such an action. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Shift Indicator > Component Information > Description and Operation > Page 7682 Shift Indicator: Service and Repair If upshift indicator is not working properly, perform the following test. 1. Disconnect ECM connector C1. 2. Place ignition switch in run. 3. Measure voltage at terminal A2 of ECM connector. 4. If battery voltage is present, further ECM diagnosis is necessary. 5. If battery voltage is not present, repair open circuit in brown/black wire, circuit 456. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Speedometer Head > Component Information > Technical Service Bulletins > Odometer/Speedometer - ACDelco Service Center Locations Speedometer Head: Technical Service Bulletins Odometer/Speedometer - ACDelco Service Center Locations File In Section: 8 - Chassis/Body Electrical Bulletin No.: 66-83-04A Date: September, 1996 INFORMATION Subject: AC Delco Service Center Locations for Odometer/Speedometer Service Models: 1997 and Prior Passenger Cars and Trucks (excluding Cadillac) This bulletin is being revised to provide the necessary contact information only. Please discard Corporate Bulletin Number 66-83-04 (Section 8 - Chassis/Body Electrical) General Motors provides service for sophisticated electronic products through the authorized AC Delco Service Center Program. This program is designed to provide GM vehicle owners with the highest quality and most technically up-to-date product available. Repair products from unauthorized service outlets are not acceptable as warranty replacements. Currently, there are 25 authorized AC Delco Service Centers who exchange and remanufacture odometer/speedometers (list included). Only these Centers should be contacted for service. Important: W series and 1997 T series Medium Duty truck odometer/speedometers must be ordered directly from GMSPO. The following steps should be taken when utilizing the AC Delco Service Centers: Dealers should contact their local AC Delco Service Center (list included). Any listed facility may be used. The following information must be provided: Part number VIN, Mileage, Vehicle Year, Make and Model Dealer Name and Address Delivery Date of Vehicle Name of the person requesting exchange or service Phone number Repair Order Number P.O. number (if non - warranty) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Speedometer Head > Component Information > Technical Service Bulletins > Odometer/Speedometer - ACDelco Service Center Locations > Page 7687 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Speedometer Head > Component Information > Technical Service Bulletins > Odometer/Speedometer - ACDelco Service Center Locations > Page 7688 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Speedometer Head > Component Information > Technical Service Bulletins > Odometer/Speedometer - ACDelco Service Center Locations > Page 7689 AC Delco Service Centers Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Speedometer Head > Component Information > Description and Operation > With Manual Cluster Speedometer Head: Description and Operation With Manual Cluster DESCRIPTION NOTE: The following information covers only that service on speedometers which can be performed by the average service man. Repairs on the units themselves are not included as they require special equipment and extreme care when making repairs and adjustments and only an experienced speedometer mechanic should attempt such servicing. The speedometer has two main parts: the indicator head and the speedometer drive cable. When the speedometer fails to indicate speed or mileage, the cable or housing is probably broken. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Speedometer Head > Component Information > Description and Operation > With Manual Cluster > Page 7692 Speedometer Head: Description and Operation With Electronic Cluster DESCRIPTION The Vehicle Speed Sensor (VSS) generates a signal that indicates the vehicle speed. The signal is processed by the powertrain control module (PCM) to supply inputs to the speedometer and odometer. OPERATION The VSS is mounted in the transaxle and generates an AC voltage signal with a frequency proportional to vehicle speed. The PCM takes the voltage pulses from the sensor and uses them to close a solid state output switch. The output terminal is switched to ground at a rate proportional to vehicle speed. The speedometer and odometer are switched at the same frequency that the sensor generates at. The speedometer and odometer are operated by a circuit board in the instrument cluster that converts pulses received from the PCM into a control signal for the vacuum fluorescent display. Check for a broken, or partially broken, wire inside the insulation which could cause system malfunction but prove "GOOD" in a continuity/voltage check with a system disconnected. These circuits may be intermittent or resistive when loaded, and if possible, should be checked by monitoring for a voltage drop with the system operational. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Speedometer Head > Component Information > Description and Operation > Page 7693 Speedometer Head: Testing and Inspection Most cables are broken due to lack of lubrication or a sharp bend or kink in the housing. Cable can break because the speedometer head mechanism binds. If such is the case, the speedometer head should be repaired or replaced before a new cable or housing is installed. A jumpy pointer condition, together with a sort of scraping noise, is due, in most instances, to a dry or kinked speedometer cable. The kinked cable rubs on the housing and winds up, slowing down the pointer. The cable then unwinds and the pointer jumps. To check for kinks, remove the cable, lay it on a flat surface and twist one end with the fingers. If it turns over smoothly the cable is not kinked. But if part of the cable flops over as it is twisted, the cable is kinked and should be replaced. LUBRICATION The speedometer cable should be lubricated with special cable lubricant every 10,000 miles. Fill the ferrule on the upper end of the housing with the cable lubricant. Insert the cable in the housing, starting at the upper end. Turn the cable around carefully while feeding it into the housing. Repeat filling the ferrule except for the last six inches of cable. Too much lubricant at this point may cause the lubricant to work into the indicating hand. INSTALLATION During installation, if the cable sticks when inserted in the housing and will not go through, the housing is damaged inside or kinked. Be sure to check the housing from one end to the other. Straighten any sharp bends by relocating clamps or elbows. Replace housing if it is badly kinked or broken. Position the cable and housing so that they lead into the head as straight as possible. Check the new cable for kinks before installing it. Use wide, sweeping, gradual curves when the cable comes out of the transmission and connects to the head so the cable will not be damaged during its installation. If inspection indicates that the cable and housing are in good condition, yet pointer action is erratic, check the speedometer head for possible binding. The speedometer drive pinion should also be checked. If the pinion is dry or its teeth are stripped, the speedometer may not register properly. The transmission mainshaft nut must be tight or the speedometer drive gear may slip on the mainshaft and cause slow speed readings. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Temperature Gauge > Component Information > Technical Service Bulletins > Customer Interest for Temperature Gauge: > 478101 > Apr > 94 > Temperature Gauge - Fluctuation Temperature Gauge: Customer Interest Temperature Gauge - Fluctuation Group Ref.: Chassis/Body Electrical Bulletin No.: 478101 Date: April, 1994 INFORMATION SUBJECT: TEMPERATURE GAUGE FLUCTUATION MODELS: 1992-94 CHEVROLET CAVALIER, CORSICA AND BERETTA 1993-94 BUICK CENTURY 1993-94 OLDSMOBILE CUTLASS CIERA WITH 2.2L ENGINE (RPO LN2 - VIN 4) 1994 CHEVROLET AND GMC TRUCK S TRUCKS WITH 2.2L ENGINE (RPO LN2 - VIN 4) Some vehicles described above may exhibit a condition where temperature gauge readings fluctuate in the normal range. These gauge fluctuations may be as much as 1/4 of the scale, however, the indicator should never enter the red high temperature warning area of the gauge under normal operating conditions. Coolant temperature sensor location combined with the thermostat cycling characteristics contribute to this sensitivity. The condition is considered a normal characteristic of this engine and should not be cause for instrument panel cluster, gauge, indicator sender, or engine coolant thermostat replacement or alteration. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Temperature Gauge > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Temperature Gauge: > 478101 > Apr > 94 > Temperature Gauge - Fluctuation Temperature Gauge: All Technical Service Bulletins Temperature Gauge - Fluctuation Group Ref.: Chassis/Body Electrical Bulletin No.: 478101 Date: April, 1994 INFORMATION SUBJECT: TEMPERATURE GAUGE FLUCTUATION MODELS: 1992-94 CHEVROLET CAVALIER, CORSICA AND BERETTA 1993-94 BUICK CENTURY 1993-94 OLDSMOBILE CUTLASS CIERA WITH 2.2L ENGINE (RPO LN2 - VIN 4) 1994 CHEVROLET AND GMC TRUCK S TRUCKS WITH 2.2L ENGINE (RPO LN2 - VIN 4) Some vehicles described above may exhibit a condition where temperature gauge readings fluctuate in the normal range. These gauge fluctuations may be as much as 1/4 of the scale, however, the indicator should never enter the red high temperature warning area of the gauge under normal operating conditions. Coolant temperature sensor location combined with the thermostat cycling characteristics contribute to this sensitivity. The condition is considered a normal characteristic of this engine and should not be cause for instrument panel cluster, gauge, indicator sender, or engine coolant thermostat replacement or alteration. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Temperature Gauge > Component Information > Technical Service Bulletins > Page 7707 Temperature Gauge: Description and Operation DESCRIPTION This temperature indicating system consists of a sending unit, located on the cylinder head, electrical temperature gauge and an instrument voltage regulator. OPERATION As engine temperature increases or decreases, the resistance of the sending unit changes, in turn controlling current flow through the gauge. When engine temperature is low sending unit resistance is high, current flow through the gauge is restricted, and the gauge pointer remains against the stop or moves very little. As engine temperature increases sending unit resistance decreases and current flow through the gauge increases, resulting in increased pointer movement. Troubleshooting for the electrical temperature indicating system is the same as for the electrical oil pressure indicating system. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Temperature Sensor (Gauge) > Component Information > Technical Service Bulletins > Customer Interest for Temperature Sensor (Gauge): > 478101 > Apr > 94 > Temperature Gauge - Fluctuation Temperature Sensor (Gauge): Customer Interest Temperature Gauge - Fluctuation Group Ref.: Chassis/Body Electrical Bulletin No.: 478101 Date: April, 1994 INFORMATION SUBJECT: TEMPERATURE GAUGE FLUCTUATION MODELS: 1992-94 CHEVROLET CAVALIER, CORSICA AND BERETTA 1993-94 BUICK CENTURY 1993-94 OLDSMOBILE CUTLASS CIERA WITH 2.2L ENGINE (RPO LN2 - VIN 4) 1994 CHEVROLET AND GMC TRUCK S TRUCKS WITH 2.2L ENGINE (RPO LN2 - VIN 4) Some vehicles described above may exhibit a condition where temperature gauge readings fluctuate in the normal range. These gauge fluctuations may be as much as 1/4 of the scale, however, the indicator should never enter the red high temperature warning area of the gauge under normal operating conditions. Coolant temperature sensor location combined with the thermostat cycling characteristics contribute to this sensitivity. The condition is considered a normal characteristic of this engine and should not be cause for instrument panel cluster, gauge, indicator sender, or engine coolant thermostat replacement or alteration. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Temperature Sensor (Gauge) > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Temperature Sensor (Gauge): > 478101 > Apr > 94 > Temperature Gauge - Fluctuation Temperature Sensor (Gauge): All Technical Service Bulletins Temperature Gauge - Fluctuation Group Ref.: Chassis/Body Electrical Bulletin No.: 478101 Date: April, 1994 INFORMATION SUBJECT: TEMPERATURE GAUGE FLUCTUATION MODELS: 1992-94 CHEVROLET CAVALIER, CORSICA AND BERETTA 1993-94 BUICK CENTURY 1993-94 OLDSMOBILE CUTLASS CIERA WITH 2.2L ENGINE (RPO LN2 - VIN 4) 1994 CHEVROLET AND GMC TRUCK S TRUCKS WITH 2.2L ENGINE (RPO LN2 - VIN 4) Some vehicles described above may exhibit a condition where temperature gauge readings fluctuate in the normal range. These gauge fluctuations may be as much as 1/4 of the scale, however, the indicator should never enter the red high temperature warning area of the gauge under normal operating conditions. Coolant temperature sensor location combined with the thermostat cycling characteristics contribute to this sensitivity. The condition is considered a normal characteristic of this engine and should not be cause for instrument panel cluster, gauge, indicator sender, or engine coolant thermostat replacement or alteration. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Temperature Sensor (Gauge) > Component Information > Technical Service Bulletins > Page 7721 Temperature Sensor (Gauge): Locations Rear Of Engine Compartment LH rear of engine, on Coolant Outlet Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Temperature Switch (Warning Indicator) > Component Information > Description and Operation Temperature Switch (Warning Indicator): Description and Operation DESCRIPTION If the red light is not lit when the engine is being cranked, check for a burned out bulb, an open in the light circuit, or a defective ignition switch. If the red light is lit when the engine is running, check the wiring between light and switch for a ground, temperature switch defective, or overheated cooling system. As a test circuit to check whether the red bulb is functioning properly, a wire which is connected to the ground terminal of the ignition switch is tapped into its circuit. When the ignition is in the start engine cranking position, the ground terminal is grounded inside the switch and the red bulb will be lit. When the engine is started and the ignition switch is in the on position, the test circuit is opened and the bulb is then controlled by the temperature switch. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Temperature Warning Lamp/Indicator, Engine Cooling > Component Information > Technical Service Bulletins > Customer Interest for Temperature Warning Lamp/Indicator: > 478101 > Apr > 94 > Temperature Gauge - Fluctuation Temperature Warning Lamp/Indicator: Customer Interest Temperature Gauge - Fluctuation Group Ref.: Chassis/Body Electrical Bulletin No.: 478101 Date: April, 1994 INFORMATION SUBJECT: TEMPERATURE GAUGE FLUCTUATION MODELS: 1992-94 CHEVROLET CAVALIER, CORSICA AND BERETTA 1993-94 BUICK CENTURY 1993-94 OLDSMOBILE CUTLASS CIERA WITH 2.2L ENGINE (RPO LN2 - VIN 4) 1994 CHEVROLET AND GMC TRUCK S TRUCKS WITH 2.2L ENGINE (RPO LN2 - VIN 4) Some vehicles described above may exhibit a condition where temperature gauge readings fluctuate in the normal range. These gauge fluctuations may be as much as 1/4 of the scale, however, the indicator should never enter the red high temperature warning area of the gauge under normal operating conditions. Coolant temperature sensor location combined with the thermostat cycling characteristics contribute to this sensitivity. The condition is considered a normal characteristic of this engine and should not be cause for instrument panel cluster, gauge, indicator sender, or engine coolant thermostat replacement or alteration. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Temperature Warning Lamp/Indicator, Engine Cooling > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Temperature Warning Lamp/Indicator: > 478101 > Apr > 94 > Temperature Gauge - Fluctuation Temperature Warning Lamp/Indicator: All Technical Service Bulletins Temperature Gauge Fluctuation Group Ref.: Chassis/Body Electrical Bulletin No.: 478101 Date: April, 1994 INFORMATION SUBJECT: TEMPERATURE GAUGE FLUCTUATION MODELS: 1992-94 CHEVROLET CAVALIER, CORSICA AND BERETTA 1993-94 BUICK CENTURY 1993-94 OLDSMOBILE CUTLASS CIERA WITH 2.2L ENGINE (RPO LN2 - VIN 4) 1994 CHEVROLET AND GMC TRUCK S TRUCKS WITH 2.2L ENGINE (RPO LN2 - VIN 4) Some vehicles described above may exhibit a condition where temperature gauge readings fluctuate in the normal range. These gauge fluctuations may be as much as 1/4 of the scale, however, the indicator should never enter the red high temperature warning area of the gauge under normal operating conditions. Coolant temperature sensor location combined with the thermostat cycling characteristics contribute to this sensitivity. The condition is considered a normal characteristic of this engine and should not be cause for instrument panel cluster, gauge, indicator sender, or engine coolant thermostat replacement or alteration. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Temperature Warning Lamp/Indicator, Engine Cooling > Component Information > Technical Service Bulletins > Page 7738 Temperature Warning Lamp/Indicator: Description and Operation DESCRIPTION If the red light is not lit when the engine is being cranked, check for a burned out bulb, an open in the light circuit, or a defective ignition switch. If the red light is lit when the engine is running, check the wiring between light and switch for a ground, temperature switch defective, or overheated cooling system. As a test circuit to check whether the red bulb is functioning properly, a wire which is connected to the ground terminal of the ignition switch is tapped into its circuit. When the ignition is in the start engine cranking position, the ground terminal is grounded inside the switch and the red bulb will be lit. When the engine is started and the ignition switch is in the on position, the test circuit is opened and the bulb is then controlled by the temperature switch. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Transmission Shift Position Indicator Lamp > Component Information > Technical Service Bulletins > Instruments - Reduced PRNDL Display Visibility Transmission Shift Position Indicator Lamp: Technical Service Bulletins Instruments - Reduced PRNDL Display Visibility Bulletin No.: 02-08-42-004A Date: March 30, 2007 INFORMATION Subject: PRNDL Display Reduced Visibility For Approximately One Minute Models: 2007 and Prior Passenger Cars and Trucks (Including Saturn) 2007 and Prior HUMMER H2, H3 2005-2007 Saab 9-7X with Automatic Headlamp Control and Vacuum Fluorescent PRNDL Indicator Instrument Panel Cluster Supercede: This bulletin is being revised to include additional models and model years. Please discard Corporate Bulletin Number 02-08-42-0004 (Section 08 - Body and Accessories). After backing the vehicle out of a garage or dark environment into a daylight environment, the PRNDL display has reduced visibility for approximately one minute. While the vehicle is parked in a dark environment, the sensor for the automatic headlamp/driving lamps senses that it is dark. When the key is turned to the run/start position, the automatic headlamp module will turn all driving lamps, the instrument panel cluster and PRNDL display ON in the night-time mode. The night-time mode intensity of the instrument panel lamps and PRNDL display is controlled by the automatic headlamp module and can be dimmed further by the customer using the dimming control of the headlamp switch. When the customer then moves the vehicle from the dark environment into the bright sunlight, it will take approximately one minute before the headlamp control module recognizes this as true daylight and not just a bright overhead street lamp shining on the sensor. The headlamp control module will then turn the headlamps off and restore the instrument panel and PRNDL display to full brilliance. Without the time delay, the automatic headlamp control module would switch to the night mode (turn on all driving lamps, instrument panel lamps and PRNDL display would dim) each time the vehicle was driven under an overpass or other darkened environment. This is a normal condition and no repair should be attempted. Ensure the instrument panel backlighting control is in the full bright position. This will help alleviate the condition. You may demonstrate to the customer what happens by placing a repair order over the automatic headlamp control light sensor, which will cause the automatic headlamp control module to switch to the night mode in approximately one minute. All driving lamps will come ON, the instrument panel backlight will be dim, and the PRNDL display will also dim to the night setting in conjunction with the position of the headlamp switch dimming control. Demonstrate to the customer the variance in the instrument panel backlighting and PRNDL display while adjusting the headlamp switch dimming control to both ends of its allowable range. Advise the customer to keep the headlight switch dimming control in the highest position to allow viewing of the PRNDL display in a bright environment. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Transmission Shift Position Indicator Lamp > Component Information > Technical Service Bulletins > Page 7743 Console Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Volt Meter Gauge > Component Information > Description and Operation Volt Meter Gauge: Description and Operation DESCRIPTION The voltmeter is a gauge which measures the electrical flow from the battery to indicate whether the battery output is within tolerances. The voltmeter reading can range from 13.5-14.0 volts under normal operating conditions. If an undercharge or overcharge condition is indicated for an extended period, the battery and charging system should be checked. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Instrument Panel, Gauges and Warning Indicators > Volt Meter Gauge > Component Information > Description and Operation > Page 7747 Volt Meter Gauge: Testing and Inspection To test meter, turn key and headlights On with engine Off. Pointer should move to 12.5 volts. If no needle movement is observed, check connections from battery to circuit breaker. If connections are tight and meter shows no movement, check wire continuity. If wire continuity is satisfactory, the meter is inoperative and must be replaced. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Backup Lamp > Backup Lamp Switch > Component Information > Locations > Component Locations Backup Lamp Switch: Component Locations LH Rear Of Engine Compartment (Manual) LH Rear Of Engine Compartment (Manual) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Backup Lamp > Backup Lamp Switch > Component Information > Locations > Component Locations > Page 7754 LH Rear Of Engine Compartment (Manual) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Backup Lamp > Backup Lamp Switch > Component Information > Locations > Page 7755 Backup Lamp Switch: Service and Repair 1. Disconnect battery ground cable. 2. Disconnect back-up lamp switch electrical connector. 3. Remove back-up lamp switch from top of transaxle case. 4. Reverse procedure to install. Prior to installation, apply sealant 1052080 or equivalent to switch threads. 5. Torque back up lamp switch to 24 ft-lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Brake Lamp > Component Information > Technical Service Bulletins > Lighting - Exterior Lamp Condensation and Replacement Brake Lamp: Technical Service Bulletins Lighting - Exterior Lamp Condensation and Replacement INFORMATION Bulletin No.: 01-08-42-001H Date: January 05, 2011 Subject: Exterior Lamp Condensation and Replacement Guidelines Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) Supercede: This bulletin is being revised to add the 2011 model year. Please discard Corporate Bulletin Number 01-08-42-001G (Section 08 - Body and Accessories). The following information is being provided to better define the causes of condensation in exterior lamps and includes guidelines for determining the difference between a lamp with a normal atmospheric condition (condensation) and a lamp with a water leak. Some exterior lamps, such as cornering, turn signal, backup, headlamps or tail lamps may exhibit very small droplets of water, a fine mist or white fog (condensation) on the inside of the lamp lens. This may be more noticeable on lamps with "multi-lens" designs and may be normal during certain weather conditions. Condensation occurs when the air inside the lamp assembly, through atmospheric changes, reaches the "dew point". When this takes place, the moisture in the air within the lamp assembly condenses, creating a fine mist or white fog on the inside surface of the lamp lens. Most exterior lamps on General Motors vehicles use a vented design and feature a replaceable bulb assembly. They are designed to remove any accumulated moisture vapor by expelling it through a vent system. The vent system operates at all times, however, it is most effective when the lamps are ON or when the vehicle is in motion. Depending on the size, shape and location of the lamp on the vehicle, and the atmospheric conditions occurring, the amount of time required to clear the lamp may vary from 2 to 6 hours. Completely sealed headlamp assemblies (sealed beams) are still used on a limited number of models being manufactured today. These lamps require the replacement of the complete lamp assembly if a bulb filament burns out. Condensation 2006 TrailBlazer Shown A Fine Mist or White Fog on the Inside Surface of the Lamp Lens Occurring After a Period of High Humidity - May be located primarily in the lens corners (near the vents) and SHOULD NOT cover more than half the lens surface. - The condition should clear of moisture when the vehicle is parked in a dry environment, or when the vehicle is driven with the lights ON. - A comparison of the equivalent lamp on the opposing side of the vehicle indicates a SIMILAR performance. If the above conditions are noted, the customer should be advised that replacement of a lamp assembly may not correct this condition. Water Leak New Style Pickup Shown Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Brake Lamp > Component Information > Technical Service Bulletins > Lighting - Exterior Lamp Condensation and Replacement > Page 7760 Numerous & Various Size Drops of Water Collecting on the Inside Surface of the Lamp Lens After the Vehicle Has Been Exposed to Rain or a Car Washing Environment - A condition that covers more than half the surface of the lamp lens. - An accumulation of water in the bottom of the lamp assembly. - A condition that WON'T clear when the vehicle is parked in a dry environment, or when the vehicle is driven with the lights ON. - A comparison of the equivalent lamp on the opposing side of the vehicle indicates a different performance. Any of the above conditions would indicate the need to service the lens or lamp assembly. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Brake Light Switch > Component Information > Locations > Component Locations Brake Light Switch: Component Locations Insert stop lamp switch in retainer until switch body seats on retainer. Pull brake pedal upward against internal pedal stop. Switch will be moved in retainer providing proper adjustment. Proper switch adjustment is achieved when no audible clicks are heard when the pedal is pulled upward and the brake lights do not remin on without brake application. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Brake Light Switch > Component Information > Locations > Component Locations > Page 7765 Brake Light Switch: Connector Locations Below LH Side Of I/P (Automatic) Below LH Side Of I/P (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Brake Light Switch > Component Information > Locations > Page 7766 Harness Connector Faces: Brake Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Brake Light Switch > Component Information > Locations > Page 7767 Brake Light Switch: Service and Repair 1. Disconnect battery ground cable. 2. Remove drivers' side hash panel. 3. Disconnect switch electrical connector. 4. Remove switch from brake pedal support bracket. 5. Reverse procedure to install. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Center Mounted Brake Lamp > Component Information > Locations > Convertible and Sedan Center Mounted Brake Lamp: Locations Convertible and Sedan Underside Of Luggage Compartment Lid Underside Of Luggage Compartment Lid (Convertible And Sedan Without Luggage Carrier) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Center Mounted Brake Lamp > Component Information > Locations > Convertible and Sedan > Page 7772 Center Mounted Brake Lamp: Locations Station Wagon Underside Of Luggage Compartment Lid Tailgate (Station Wagon) Tailgate (Station Wagon) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Courtesy Lamp > Glove Box Lamp Switch > Component Information > Locations RH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Daytime Running Lamp > Daytime Running Lamp Control Unit > Component Information > Locations Daytime Running Lamp Control Unit: Locations Daytime Running Lights (DRL) Module is located Behind LH side of I/P near C200 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Daytime Running Lamp > Daytime Running Lamp Control Unit > Component Information > Locations > Page 7781 Harness Connector Faces: Daytime Running Lights (DRL) Module Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Daytime Running Lamp > Daytime Running Lamp Relay > Component Information > Locations LH Side Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Daytime Running Lamp > Daytime Running Lamp Relay > Component Information > Diagrams > Daytime Running Lights (DRL) Ignition Relay Harness Connector Faces: Daytime Running Lights (DRL) Ignition Relay Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Daytime Running Lamp > Daytime Running Lamp Relay > Component Information > Diagrams > Daytime Running Lights (DRL) Ignition Relay > Page 7787 Harness Connector Faces: Daytime Running Light (DRL) Relay Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Dimmer Switch > Component Information > Technical Service Bulletins > IP Dimmer Control - Proper Setting Dimmer Switch: Technical Service Bulletins IP Dimmer Control - Proper Setting File In Section: 08 - Body and Accessories Bulletin No.: 99-08-42-009 Date: November, 1999 INFORMATION Subject: Proper Setting of I/P Dimmer Control to View PRNDL Display with Automatic Headlamp Control Models: 2000 and Prior All Passenger Cars and Trucks With Automatic Headlamp Control and Electronic PRNDL Display Under certain conditions, if the instrument panel dimmer control is turned relatively low, the PRNDL will not be visible until the automatic headlamp control turns the headlamps off and the daytime running lamps (DRL) are turned back on. Such a condition may be if the vehicle is first started in an environment where the headlamp control turns on the headlamps and then the vehicle is driven out into a brighter environment (for example, when a vehicle is backed out of a dark garage into the bright sunlight). This condition is normal and any repair attempt will not be successful. Demonstrate this condition to the customer using the service lane and then turn the instrument panel dimmer control to a higher setting. This will enable the driver to see the PRNDL display Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Dimmer Switch > Component Information > Technical Service Bulletins > Page 7792 Dimmer Switch: Locations Behind LH Side Of I/P Panel Dimmer Switch is located at LH side of I/P near LH front Speaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Dimmer Switch > Component Information > Technical Service Bulletins > Page 7793 Harness Connector Faces: Panel Dimmer Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Dimmer Switch > Component Information > Technical Service Bulletins > Page 7794 Dimmer Switch: Service and Repair 1. Remove steering wheel as outlined under Steering Wheel. Refer to Steering and Suspension/Steering. 2. Remove turn signal switch as outlined under Turn Signal Switch. Refer to Turn Signals. 3. Remove windshield wiper switch as outlined under Windshield Wiper Switch. Refer to Wiper and Washer System. 4. Remove ignition switch to ignition switch housing attaching screws. 5. Depress ignition switch locking tab, then disconnect switch electrical connectors. 6. Reverse procedure to install, noting the following: a. Ensure lock cylinder shaft aligns with slotted opening on ignition switch. b. Torque ignition switch attaching screws to 21 inch lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Dome Lamp > Dome Light Switch <--> [Dome Lamp Relay] > Component Information > Diagrams Harness Connector Faces: Dome Light Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Door Switch > Component Information > Locations Center Of Console (Sedan Shown, Station Wagon Similar) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Hazard Warning Lamps > Hazard Warning Flasher > Component Information > Locations > Flasher Hazard Warning Flasher: Locations Flasher The hazard flasher is located under dash panel, left side of steering column. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Hazard Warning Lamps > Hazard Warning Flasher > Component Information > Locations > Flasher > Page 7807 Hazard Warning Flasher: Locations Fuse Panel & Flasher Locations The fuse panel is located on the left side of the instrument panel. To gain access to the panel, pivot access door downward. The hazard flasher is located under dash panel, left side of steering column. The turn signal flasher is located under dash panel, right side of steering column. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Hazard Warning Lamps > Hazard Warning Flasher > Component Information > Locations > Flasher > Page 7808 Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Hazard Warning Lamps > Hazard Warning Switch > Component Information > Locations > Component Locations Hazard Warning Switch: Component Locations LH Side Of I/P Turn/Hazard Headlight Switch Assembly is located Top of Steering Column, below Steering Wheel Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Hazard Warning Lamps > Hazard Warning Switch > Component Information > Locations > Component Locations > Page 7813 LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Hazard Warning Lamps > Hazard Warning Switch > Component Information > Locations > Page 7814 Hazard Warning Switch: Diagrams Harness Connector Faces: Turn/Hazard-Headlight Switch Assembly- C1 Harness Connector Faces: Turn/Hazard-Headlight Switch Assembly- C2 Harness Connector Faces: Turn/Hazard-Headlight Switch Assembly- C1 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Hazard Warning Lamps > Hazard Warning Switch > Component Information > Locations > Page 7815 Harness Connector Faces: Turn/Hazard-Headlight Switch Assembly- C2 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Lens > Component Information > Technical Service Bulletins > Lighting - Headlamp Polycarbonate Lens Damage Prevention Headlamp Lens: Technical Service Bulletins Lighting - Headlamp Polycarbonate Lens Damage Prevention INFORMATION Bulletin No.: 02-08-42-001D Date: June 21, 2010 Subject: Headlamp Lens Overheating When Covered and Chemical Damage to Exterior Polycarbonate Headlamp Lenses Models: 2011 and Prior GM Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add model years and to revise the warning statements. Please discard Corporate Bulletin Number 02-08-42-001C (Section 08 - Body and Accessories). The bulletin is being issued to make dealers and customers aware of chemical damage that may be caused to exterior polycarbonate headlamp lenses. Most late model vehicles have these types of headlamp lenses. This material is used because of its temperature and high impact resistance. A variety of chemicals can cause crazing or cracking of the headlamp lens. Headlamp lenses are very sensitive. Care should be exercised to avoid contact with all exterior headlamp lenses when treating a vehicle with any type of chemical, such as those recommended for rail dust removal. Rubbing compound, grease tar and oil removers, tire cleaners, cleaner waxes and even car wash soaps in too high a concentration may also attribute to this condition. This could result in the need to replace the entire headlamp housing. Warning Use only lukewarm or cold water, a soft cloth and a car washing soap to clean exterior lamps and lenses. Also, crazing or deformations of the lens may occur if a shop mat or fender cover is draped over the fender and covers a portion or all of the headlamp assembly while the DRL or headlamps are on. This action restricts the amount of heat dissipated by the headlamps. Warning Care should be taken to not cover headlamps with shop mats or fender covers if the vehicle is being serviced with the headlamps or DRL illuminated. Covering an illuminated lamp can cause excessive heat build up and crazing/deformation of the lens may occur. The degradation of the lens can be unnoticeable at first and eventually become hairline cracks in the lens. In extreme cases, it could cause the lens to deform. This damage can also be caused by aftermarket shields that are often tinted in color. Once a heat buildup is generated by the headlamp, a degradation of the headlamp lens begins. This degradation of the lens can be unnoticeable at first and eventually manifest as spider cracks. In more extreme cases, it will begin to melt the lens of the headlamp. Notice Headlamps damaged by chemicals, improper cleaning, or overheating due to being covered are not covered under the new vehicle warranty. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Locations > Component Locations Headlamp Switch: Component Locations LH Side Of I/P Turn/Hazard Headlight Switch Assembly is located Top of Steering Column, below Steering Wheel Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Locations > Component Locations > Page 7825 LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions Headlamp Switch: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7828 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7829 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7830 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7831 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7832 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7833 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7834 Headlamp Switch: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7835 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7836 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7837 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7838 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7839 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7840 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7841 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7842 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7843 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7844 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7845 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7846 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7847 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7848 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7849 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7850 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7851 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7852 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7853 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7854 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7855 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7856 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7857 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7858 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7859 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7860 Headlamp Switch: Electrical Diagrams Light Switch Details: With Daytime Running Lights (T61) (Part 1 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7861 Light Switch Details: With Daytime Running Lights (T61) (Part 2 Of 4) Light Switch Details: With Daytime Running Lights (T61) (Wagon) (Part 4 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7862 Light Switch Details: With Daytime Running Lights (T61) (Part 1 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7863 Light Switch Details: With Daytime Running Lights (T61) (Part 2 Of 4) Light Switch Details: With Daytime Running Lights (T61) (Sedan) (Part 4 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7864 Light Switch Details: With Daytime Running Lights (T61) (Part 1 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7865 Light Switch Details: With Daytime Running Lights (T61) (Part 2 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7866 Light Switch Details: With Daytime Running Lights (T61) (Coupe And Convertable) (Part 4 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7867 Light Switch Details: With Daytime Running Lights (T61) (Part 3 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7868 Light Switch Details: With Daytime Running Lights (T61) (Part 3 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7869 Light Switch Details: With Daytime Running Lights (T61) (Wagon) (Part 4 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7870 Light Switch Details: With Daytime Running Lights (T61) (Part 3 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7871 Light Switch Details: With Daytime Running Lights (T61) (Part 3 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7872 Light Switch Details: With Daytime Running Lights (T61) (Sedan) (Part 4 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7873 Light Switch Details: With Daytime Running Lights (T61) (Part 3 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7874 Light Switch Details: With Daytime Running Lights (T61) (Part 3 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7875 Light Switch Details: With Daytime Running Lights (T61) (Coupe And Convertable) (Part 4 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Headlamp > Headlamp Switch > Component Information > Diagrams > Page 7876 Headlamp Switch: Service and Repair The headlamp switch is part of the turn signal lever assembly and is not serviceable. The headlamp switch, turn signal lever and cruise control switch must be replaced as an assembly. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Horn > Horn Relay > Component Information > Locations Convenience Center Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Horn > Horn Switch > Component Information > Technical Service Bulletins > Recalls: > NHTSA96I001000 > Jan > 96 > Recall 96I001000: Horn Assembly Defect Horn Switch: Recalls Recall 96I001000: Horn Assembly Defect This is not a safety recall in accordance with Federal Regulation 573. However, it is deemed a safety improvement campaign by the agency. These vehicles were built with insufficient retention of the horn pad. The horn pad can separate from the steering wheel falling between the steering wheel spokes. The horn pad could become jammed between the steering wheel spokes and the turn signal lever, resulting in damage to the turn signal lever, horn pad, and horn wiring. Dealers will modify the horn pad retention clips, install horn pad retention brackets to the steering wheel, reinstall the horn pad and assure that the hornpad is properly retained. NOTE: General Motors has decided to conduct a safety improvement campaign to modify the horn pad on these vehicles. Owners can contact Chevrolet at1-800-222-1020. 1993 CHEVROLET CAVALIER 1994 CHEVROLET CAVALIER Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Horn > Horn Switch > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > NHTSA96I001000 > Jan > 96 > Recall 96I001000: Horn Assembly Defect Horn Switch: All Technical Service Bulletins Recall 96I001000: Horn Assembly Defect This is not a safety recall in accordance with Federal Regulation 573. However, it is deemed a safety improvement campaign by the agency. These vehicles were built with insufficient retention of the horn pad. The horn pad can separate from the steering wheel falling between the steering wheel spokes. The horn pad could become jammed between the steering wheel spokes and the turn signal lever, resulting in damage to the turn signal lever, horn pad, and horn wiring. Dealers will modify the horn pad retention clips, install horn pad retention brackets to the steering wheel, reinstall the horn pad and assure that the hornpad is properly retained. NOTE: General Motors has decided to conduct a safety improvement campaign to modify the horn pad on these vehicles. Owners can contact Chevrolet at1-800-222-1020. 1993 CHEVROLET CAVALIER 1994 CHEVROLET CAVALIER Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Horn > Horn Switch > Component Information > Technical Service Bulletins > All Other Service Bulletins for Horn Switch: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules Relay Module: All Technical Service Bulletins Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Horn > Horn Switch > Component Information > Technical Service Bulletins > All Other Service Bulletins for Horn Switch: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 7899 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Horn > Horn Switch > Component Information > Technical Service Bulletins > All Other Service Bulletins for Horn Switch: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 7900 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Horn > Horn Switch > Component Information > Technical Service Bulletins > All Other Service Bulletins for Horn Switch: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 7901 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Horn > Horn Switch > Component Information > Technical Service Bulletins > All Other Service Bulletins for Horn Switch: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 7907 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Horn > Horn Switch > Component Information > Technical Service Bulletins > All Other Service Bulletins for Horn Switch: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 7908 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Horn > Horn Switch > Component Information > Technical Service Bulletins > All Other Service Bulletins for Horn Switch: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 7909 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Lamp Dimmer Module <--> [Lamp Control Module] > Component Information > Locations > Component Locations Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Lamp Dimmer Module <--> [Lamp Control Module] > Component Information > Locations > Component Locations > Page 7914 Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Lamp Dimmer Module <--> [Lamp Control Module] > Component Information > Locations > Page 7915 Harness Connector Faces: Lamp Dimmer Module Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Parking Lamp > Component Information > Technical Service Bulletins > Lighting - Exterior Lamp Condensation and Replacement Parking Lamp: Technical Service Bulletins Lighting - Exterior Lamp Condensation and Replacement INFORMATION Bulletin No.: 01-08-42-001H Date: January 05, 2011 Subject: Exterior Lamp Condensation and Replacement Guidelines Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) Supercede: This bulletin is being revised to add the 2011 model year. Please discard Corporate Bulletin Number 01-08-42-001G (Section 08 - Body and Accessories). The following information is being provided to better define the causes of condensation in exterior lamps and includes guidelines for determining the difference between a lamp with a normal atmospheric condition (condensation) and a lamp with a water leak. Some exterior lamps, such as cornering, turn signal, backup, headlamps or tail lamps may exhibit very small droplets of water, a fine mist or white fog (condensation) on the inside of the lamp lens. This may be more noticeable on lamps with "multi-lens" designs and may be normal during certain weather conditions. Condensation occurs when the air inside the lamp assembly, through atmospheric changes, reaches the "dew point". When this takes place, the moisture in the air within the lamp assembly condenses, creating a fine mist or white fog on the inside surface of the lamp lens. Most exterior lamps on General Motors vehicles use a vented design and feature a replaceable bulb assembly. They are designed to remove any accumulated moisture vapor by expelling it through a vent system. The vent system operates at all times, however, it is most effective when the lamps are ON or when the vehicle is in motion. Depending on the size, shape and location of the lamp on the vehicle, and the atmospheric conditions occurring, the amount of time required to clear the lamp may vary from 2 to 6 hours. Completely sealed headlamp assemblies (sealed beams) are still used on a limited number of models being manufactured today. These lamps require the replacement of the complete lamp assembly if a bulb filament burns out. Condensation 2006 TrailBlazer Shown A Fine Mist or White Fog on the Inside Surface of the Lamp Lens Occurring After a Period of High Humidity - May be located primarily in the lens corners (near the vents) and SHOULD NOT cover more than half the lens surface. - The condition should clear of moisture when the vehicle is parked in a dry environment, or when the vehicle is driven with the lights ON. - A comparison of the equivalent lamp on the opposing side of the vehicle indicates a SIMILAR performance. If the above conditions are noted, the customer should be advised that replacement of a lamp assembly may not correct this condition. Water Leak New Style Pickup Shown Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Parking Lamp > Component Information > Technical Service Bulletins > Lighting - Exterior Lamp Condensation and Replacement > Page 7920 Numerous & Various Size Drops of Water Collecting on the Inside Surface of the Lamp Lens After the Vehicle Has Been Exposed to Rain or a Car Washing Environment - A condition that covers more than half the surface of the lamp lens. - An accumulation of water in the bottom of the lamp assembly. - A condition that WON'T clear when the vehicle is parked in a dry environment, or when the vehicle is driven with the lights ON. - A comparison of the equivalent lamp on the opposing side of the vehicle indicates a different performance. Any of the above conditions would indicate the need to service the lens or lamp assembly. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Relays and Modules - Lighting and Horns > Daytime Running Lamp Control Unit > Component Information > Locations Daytime Running Lamp Control Unit: Locations Daytime Running Lights (DRL) Module is located Behind LH side of I/P near C200 Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Relays and Modules - Lighting and Horns > Daytime Running Lamp Control Unit > Component Information > Locations > Page 7925 Harness Connector Faces: Daytime Running Lights (DRL) Module Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Relays and Modules - Lighting and Horns > Daytime Running Lamp Relay > Component Information > Locations LH Side Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Relays and Modules - Lighting and Horns > Daytime Running Lamp Relay > Component Information > Diagrams > Daytime Running Lights (DRL) Ignition Relay Harness Connector Faces: Daytime Running Lights (DRL) Ignition Relay Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Relays and Modules - Lighting and Horns > Daytime Running Lamp Relay > Component Information > Diagrams > Daytime Running Lights (DRL) Ignition Relay > Page 7931 Harness Connector Faces: Daytime Running Light (DRL) Relay Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Relays and Modules - Lighting and Horns > Dome Light Switch <--> [Dome Lamp Relay] > Component Information > Diagrams Harness Connector Faces: Dome Light Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Relays and Modules - Lighting and Horns > Horn Relay > Component Information > Locations Convenience Center Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Relays and Modules - Lighting and Horns > Lamp Dimmer Module <--> [Lamp Control Module] > Component Information > Locations > Component Locations Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Relays and Modules - Lighting and Horns > Lamp Dimmer Module <--> [Lamp Control Module] > Component Information > Locations > Component Locations > Page 7942 Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Relays and Modules - Lighting and Horns > Lamp Dimmer Module <--> [Lamp Control Module] > Component Information > Locations > Page 7943 Harness Connector Faces: Lamp Dimmer Module Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Backup Lamp Switch > Component Information > Locations > Component Locations Backup Lamp Switch: Component Locations LH Rear Of Engine Compartment (Manual) LH Rear Of Engine Compartment (Manual) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Backup Lamp Switch > Component Information > Locations > Component Locations > Page 7949 LH Rear Of Engine Compartment (Manual) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Backup Lamp Switch > Component Information > Locations > Page 7950 Backup Lamp Switch: Service and Repair 1. Disconnect battery ground cable. 2. Disconnect back-up lamp switch electrical connector. 3. Remove back-up lamp switch from top of transaxle case. 4. Reverse procedure to install. Prior to installation, apply sealant 1052080 or equivalent to switch threads. 5. Torque back up lamp switch to 24 ft-lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Brake Light Switch > Component Information > Locations > Component Locations Brake Light Switch: Component Locations Insert stop lamp switch in retainer until switch body seats on retainer. Pull brake pedal upward against internal pedal stop. Switch will be moved in retainer providing proper adjustment. Proper switch adjustment is achieved when no audible clicks are heard when the pedal is pulled upward and the brake lights do not remin on without brake application. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Brake Light Switch > Component Information > Locations > Component Locations > Page 7955 Brake Light Switch: Connector Locations Below LH Side Of I/P (Automatic) Below LH Side Of I/P (Automatic) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Brake Light Switch > Component Information > Locations > Page 7956 Harness Connector Faces: Brake Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Brake Light Switch > Component Information > Locations > Page 7957 Brake Light Switch: Service and Repair 1. Disconnect battery ground cable. 2. Remove drivers' side hash panel. 3. Disconnect switch electrical connector. 4. Remove switch from brake pedal support bracket. 5. Reverse procedure to install. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Door Switch > Component Information > Locations Center Of Console (Sedan Shown, Station Wagon Similar) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Glove Box Lamp Switch > Component Information > Locations RH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Hazard Warning Switch > Component Information > Locations > Component Locations Hazard Warning Switch: Component Locations LH Side Of I/P Turn/Hazard Headlight Switch Assembly is located Top of Steering Column, below Steering Wheel Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Hazard Warning Switch > Component Information > Locations > Component Locations > Page 7968 LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Hazard Warning Switch > Component Information > Locations > Page 7969 Hazard Warning Switch: Diagrams Harness Connector Faces: Turn/Hazard-Headlight Switch Assembly- C1 Harness Connector Faces: Turn/Hazard-Headlight Switch Assembly- C2 Harness Connector Faces: Turn/Hazard-Headlight Switch Assembly- C1 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Hazard Warning Switch > Component Information > Locations > Page 7970 Harness Connector Faces: Turn/Hazard-Headlight Switch Assembly- C2 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Locations > Component Locations Headlamp Switch: Component Locations LH Side Of I/P Turn/Hazard Headlight Switch Assembly is located Top of Steering Column, below Steering Wheel Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Locations > Component Locations > Page 7975 LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions Headlamp Switch: Diagram Information and Instructions Abbreviation A/C Air Conditioning CCM Central Control Module CKT Circuit CONN Connector EBCM Electronic Brake Control Module EBTCM Electronic Brake and Traction Control Module ECM Engine Control Module HARN Harness I/P Instrument Panel LH Left Hand PCM Powertrain Control Module RH Right Hand TERM Terminal Body Part Names Cell References CELL REFERENCES General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment Manual to refer to a section in the manual and not a specific diagram(s). Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7978 GM Sample Diagram W/ Cell Reference For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the example, "Section 20" is the engine control section of the manual. To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the diagrams available for the vehicle. Choose the system you are working on and view those diagrams. Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when the results are displayed note the path displayed. This will show the system the component belongs in. Electrostatic Discharge (ESD Sensitive Devices) All Electrostatic Discharge (ESD) sensitive components are Solid State and the following information applies to them. ESD Symbol Typical Schematic Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7979 The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technician should follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to the electronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible. Handling Procedures 1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after sliding across a seat, sitting down from a standing position or walking a distance. 2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first. 4. Do not remove a part from its protective package until it is time to install the part. 5. Before removing the part from its package, ground the package to a known good ground on the vehicle. Measuring Procedures The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless so instructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or could lead to electrostatic discharge. Schematic Symbols Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7980 Fig.1-Symbols (Part 1 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7981 Fig.2-Symbols (Part 2 Of 3) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7982 Fig.3-Symbols (Part 3 Of 3) Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, the shaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring. Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position. Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fully retracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater the retraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors are generally larger and provide a calibrated control. Supplemental Inflatable Restraint (SIR) System SIR Symbol The Supplemental Inflatable Restraint (SIR) symbol is used on schematics to alert the technician to the following important caution. CAUTION: This vehicle is equipped with SIR. Refer to CAUTIONS in SIR under Air Bags and Seat Belts before performing service on or around SIR components or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7983 Wire Color Code Identification Black: BLK Blue: BLU Brown: BRN Grey: GR Or GRY Green: GRN Natural: NAT Orange: ORN Pink: PNK Purple: PPL Red: RED Tan: TAN White: WHT Yellow: YEL Dark: DK (example: DK GRN same as Dark Green) Light: LT (example: LT BLU same as Light Blue) Wire Size Conversion Table Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7984 Headlamp Switch: Diagnostic Aids Additional Information NOTE: Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the meter. Do not use the meter to measure resistance through a solid state module. Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the meter to "ohms" then pressing the "PEAK MIN MAX" button. An audible tone will be heard whenever the meter detects continuity for at least 1 millisecond. The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the meter as well as kept on hand for reference during new procedures. Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshooting procedure is recommended: Step 1: Check the Problem Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you have narrowed down the possible causes. Step 2: Read the Electrical Schematic Study the schematic. Read the Circuit Operation text if you do not understand how the circuit should work. Check circuits that share wiring with the problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details.) Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty. Step 3: Find the fault and repair ^ Narrow down the possible causes. ^ Use the Troubleshooting Hints. ^ Make the necessary measurements or checks as given in the System Diagnosis. ^ Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections are OK, the most probable cause is component failure. Step 4: Test the Repair Repeat the System Check to verify that the fault has been corrected and that no other faults were induced during the repair. EXAMPLE: A customer brings in a vehicle and says that the HI beams do not work. Step 1: Perform a System Check on the Headlight Circuit You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7985 Typical Headlights Schematic Step 2: Read the Headlights Electrical Schematic This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why it doesn't. After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating the circuit. Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E" of C100, the TAN wires and grounds G1O5 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HI contacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good. At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in HI. However, it is extremely unlikely that the HI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100, or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself. Step 3: Find the fault and repair it Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRN wire, locate the exact trouble point and make the repair. Step 4: Check the repair by performing a System Check on the Headlights Circuit This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working. Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neither the HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beam filaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector. Checking Terminal Contacts Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7986 DESCRIPTION When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between in-line connectors, before replacing a suspect component. Frequently, a diagnostic chart leads to a step that reads: Check for poor connection. Mating terminals must be inspected to assure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connector itself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7987 Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact, causing an open or intermittently open circuit. PROCEDURE Follow the procedure below to check terminal contact. 1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4. 2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between terminals, causing HI terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals and connector body. 3. Using an equivalent male terminal from the Terminal Repair Kit, J 38125-A, check the retention force of the female terminal in question by inserting and removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separate the terminals. 4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, compare the retention force of this terminal to the female terminal in question by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminal in question (refer to Terminal Repair Kit, J 38125-A). If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a Digital Voltmeter (DVM) connected to the suspected circuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit. Detecting Electrical Intermittents PROCEDURE Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation. The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum (MIN) and maximum (MAX) values measured. The meter can also be set to display the average (AVG) value measured. When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected of having an intermittent connection but is currently operating normally. 1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other. This will continuously monitor the terminal contacts or length of wire being checked. Refer to Meter Connections for examples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter Connections 2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before proceeding. 3. Press the "MIN MAX" button. The meter should read "100 ms RECORD" (100 millisecond record) and emit a 1/4 second beep. The meter is now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX" button, which will record any voltage variations that occur for at least 1 millisecond. 4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the open or resistance exists. Any change in voltage will cause the meter to emit a tone for no less than 1/4 second. (Listening for a tone while manipulating wiring is very helpful for narrowing down an intermittent connection.) Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible to monitor the meter. To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAX recorded voltages (unless nearly 0 volts) suggests an intermittent open or that resistance exists and should be repaired as necessary. IMPORTANT: The "100 ms RECORD" (100 millisecond record) mode is NOT the amount of time allowed to perform a specific procedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode. Intermittents and Poor Connections Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some items to check are: ^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out). ^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact. ^ Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the component or mating connector. ^ Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension. Use a corresponding mating terminal to check for proper tension. Refer to Checking Terminal Contact for the specific procedure. ^ The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tension seems incorrect, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts ^ Poor terminal-to-wire connection. Some conditions which fall under this description are poor crimps, poor solder joints, crimping over wire insulation rather than the wire itself, corrosion in the wire-to-terminal contact area, etc. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7988 ^ Wire insulation which is rubbed through, causing an intermittent short as the bare area touches other wiring or parts of the vehicle. ^ Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of a multi-strand type wire are intact, resistance could be far too HI. To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined under the Repair Procedures. See: Wire Repair Procedures/Typical Electrical Repair Procedures Meter Connections The previous diagnostic procedure was written to detect intermittents using the meter set to voltage. Whether using the current, voltage or resistance setting to detect intermittents, it is necessary to connect the meter to the circuit. Following are examples of the various methods of connecting the meter to the circuit to be checked: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.) ^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses. ^ Use Connector Test Adapter Kit J 35616-A to connect the meter to the circuit. ^ If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the meter to the circuit or for checking multiple circuits quickly. Aftermarket Accessories Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Some possible causes of vehicle problems related to aftermarket accessories include: 1. Power feeds connected to points other than the Battery. 2. Antenna location. 3. Transceiver wiring located too close to vehicle electronic modules or wiring. 4. Poor shielding or poor connectors on antenna feed line. Probing (Frontprobe & Backprobe) After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and Terminal Position Assurance (TPA). Frontprobe When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use of proper adapters will ensure that proper terminal contact integrity is maintained. (refer to Procedures in Checking Terminal Contact). Backprobe Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage to connector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large a test probe. After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to Checking Terminal Contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Testing For Voltage Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7989 Voltage Check 1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter (DVM), be sure the voltmeter's negative lead is connected to ground. 2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal). 3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading. Testing For Continuity Continuity Check Through A Switch 1. Remove the fuse to the circuit involved. 2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test. 3. Connect the other lead to the other end of the circuit. 4. If the self-powered test light glows, there is continuity. When using an ohmmeter, LO or no resistance means good continuity. Testing For Voltage Drop Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7990 Voltage Drop Test This test checks for voltage being lost along a wire, or through a connection or switch. 1. Connect the positive lead of a Digital Voltmeter (DVM) to the end of the wire (or to one side of the connection or switch) which is closer to the Battery. 2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch). 3. Operate the circuit. 4. The DVM will show the difference in voltage between the two points. Testing For Short to Ground Testing For Short With Self Powered Test Light Or Ohmmeter WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM) 1. Remove the blown fuse and disconnect the load. 2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered). 3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test light or DVM. 4. When the test light glows, or the DVM registers, there is a short to ground in the wiring near that point. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7991 Testing For Short With Test Light Or DVM WITH A SELF-POWERED TEST LIGHT OR OHMMETER. 1. Remove the blown fuse and disconnect the Battery and load. 2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side. 3. Connect the other lead to a known good ground. 4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the self-powered test light or ohmmeter. 5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point. FUSES POWERING SEVERAL LOADS 1. Find the schematic under "Fuse Block Details," for the fuse that has blown. 2. Open the first connector or switch leading from the fuse to each load. 3. Replace the fuse. ^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described. ^ If fuse does not blow, refer to next step. 4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the suspect circuit (disconnected) rather than at the fuse terminals. Test Light/Digital Voltmeter Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a 12 volt light bulb with a pair of leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point being tested. A Digital Voltmeter (DVM) can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how much voltage is present. An increasing number of circuits include solid state control modules. One example is the Engine Control Module (ECM). Voltages in these circuits should be tested only with a 10-megohm or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, NEVER use a test light on circuits that contain solid state components, since damage to these components may result. When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contact surfaces is sometimes a cause of electrical problems. Refer to Procedures in checking terminal contact. See: General Troubleshooting Procedures/Checking Terminal Contacts Connector Test Adapters Connector Test Adapter Kit (J 35616-A) is available for making tests and measurements at separated connectors. This kit contains an assortment of probes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminals and cause incorrect measurements. Self-Powered Test Light A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7992 touched together, the bulb will go ON. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the test light circuit will be completed and the bulb will go ON. NEVER use a self-powered test light on circuits that contain solid state components, since damage to these components may result. Ohmmeter An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LO resistance means good continuity. Circuits which include any solid state control modules, such as the Engine Control Module (ECM), should be tested only with a 10-megohm or higher impedance digital multimeter (J 39200). When measuring resistance with a Digital Voltmeter (DVM), the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once, reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement. Fused Jumper Wire A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire is supplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. NOTE: A fused jumper may not protect solid state components from being damaged. Short Finder Short Finders (J 8681-A) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows you the location of the short through body trim or sheet metal. Fuse Tester A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode (LED) in the tester lights if the fuse is open. The handle of the tester is a tool for removing either type of fuse. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7993 Special Tools Circuit Breakers A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types of circuit breakers used in GM vehicles: cycling and non-cycling. Cycling Circuit Breaker The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools, it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed until the condition causing the HI current is removed. Non-Cycling Circuit Breaker Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7994 There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source is removed. The other type is solid state, called out in this section as Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two. Fuses Fuse Devices The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit is overloaded or after a malfunction is repaired. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7995 Fuse Rating And Color Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown. Autofuse The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most often used to protect the wiring assembly between the Fuse Block and the system components. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7996 Maxifuse The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally between the battery and fuse block, from both direct short circuits and resistive short circuits. Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows. Minifuse The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect the wiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing to be accomplished within the same amount of space as Autofuses. Pacific Fuse Element/Maxifuse The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed to protect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusible links in all future vehicle applications. Fusible Links Good And Damaged Fusible Links In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devices that will melt and create an open circuit. Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7997 Wire Size Conversion Table Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for metric, to protect a 5 mm Sq. wire use a 2 mm Sq. link, refer to Wire Size Conversion Table. Links are marked on the insulation with wire-gage size because the heavy insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusible link. Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replace Hypalon(R) fusible links. Determining characteristics of the types of fusible links are: - Hypalon(R) (limited use): only available in 0.35 mm Sq. or smaller and its insulation is one color all the way through. - SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation. - Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on the insulation. Service fusible links are available in many lengths. Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut 150-225 mm (approx. 6-9 in.) long. NEVER make a fusible link longer than 225 mm (approx. 9 in.). CAUTION: Fusible links cut longer than 225 mm (approx. 9 in.) will not provide sufficient overload protection. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7998 Single Wire Feed Fusible Link To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to "Typical Electrical Repair Procedures." Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures Double Wire Feed Fusible Link To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harness wire. General Information The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure. The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will not necessarily prevent damage to the component. There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link. Diode Replacement Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode, use the following procedure: Step 1: Open the Harness If the diode is taped to the harness, remove all of the tape. Step 2: Remove inoperative Diode Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool. Step 3: Strip the Insulation Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 7999 Diode Identification Step 4: Install New Diode Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols and current flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attached across the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using. Step 5: Install Terminal(s) Install terminal(s) into the connector body if previously removed in Step 2. Step 6: Tape Diode to Harness Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points. Acceptable Diode Replacements In the event 1 amp, 50 PIV (Peak Inverse Rating) diodes are unavailable, a universal diode with a 1 amp, 400 PIV rating can be used for the following applications: ^ A/C Compressor Clutch ^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel) ^ Wiper ^ Charging System (hidden in wire harness) ^ Parking Brake (vehicle with ABS) ^ Relays ^ Solenoids ^ Diesel Glow Plug Circuit General Information OPEN CIRCUIT An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. SHORT CIRCUIT A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse to blow or a circuit breaker to open. Heated Oxygen Sensor (O2S) Repair Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8000 If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt to repair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean air reference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degraded Oxygen Sensor performance. The following guidelines should be used when servicing the Heated Oxygen Sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance. Also the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the Oxygen Sensor ground wire (where applicable). Vehicles that utilize the ground wired sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs be soldered since this could result in the air reference being obstructed. General Information ^ The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general groups: Push-to-Seat, Pull-to-Seat and Weather Pack(R). ^ Use the proper Pick(s) or Tool(s) that apply to the terminal. ^ The Terminal Repair Kit (J 38125-A) contains further information. Push-to-Seat and Pull-to-Seat Connectors Typical Push-to-seat Connector And Terminal Typical Pull-to-seat Connector And Terminal Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply. Step 1: Remove any Connector Position Assurance (CPA) Locks . CPAs are designed to retain connectors when mated. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8001 Step 2: Remove any Terminal Position Assurance (TPA) Locks. TPAs are designed to keep the terminal from backing out of the connector. NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated. Step 3: Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector. Step 4: Separate the connector halves and back out seals. Step 5: Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 6: Locate the terminal lock tang in the connector canal. Step 7: Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector. Step 8: Depress the locking tang to unseat the terminal. ^ Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector. ^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 9: Inspect terminal and connector for damage. Repair as necessary (refer to Terminal Repairs). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 10: Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease. Step 11: Install any CPAs or TPAs, close any secondary locks and join connector halves. Weather Pack(R) Connectors Typical Weather Pack(R) Connector And Terminal Follow the steps below to repair Weather Pack(R) connectors. Step 1: Separate the connector halves. Step 2: Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector. Step 3: Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8002 Grasp the lead and push the terminal to the forward most position. Hold the lead at this position. Step 4: Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder. Step 5: Gently pull on the lead to remove the terminal through the back of the connector. NOTE: NEVER use force to remove a terminal from a connector. Step 6: Inspect the terminal and connector for damage. Repair as necessary (refer to Terminal Repair). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Terminal Repairs Step 7: Re-form the lock tang and reseat terminal in connector body. Step 8: Close secondary locks and join connector halves. Repairing Short Circuits Caused By Damaged Wire ^ Locate the damaged wire. ^ Find and correct the cause of the wire insulation damage. ^ For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the Splicing Instructions for copper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal Splice Sleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable Splicing Copper Wire Using Crimp and Seal Splice Sleeves Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used where there are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used to form a one-to-one splice. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage. Wire Size Conversion Table Step 3: Strip the Insulation If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8003 To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section. Crimp And Seal Splice Sleeve Chart Step 4: Select and Position the Splice Sleeve Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to Chart). Hand Crimp Tool Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that the crimp falls midway between the end of the barrel and the stop. Seal Splice Sequence The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splice sleeve firmly in the proper nest. Step 5: Insert Wires into Splice Sleeve and Crimp Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for opposite end of the splice. Step 6: Shrink the Insulation Around the Splice Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heat Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8004 barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient shrinking is achieved. Splicing Copper Wire Using Splice Clips Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture sealing. Step 1: Open the Harness If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire. Step 2: Cut the Wire Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1.5 in.) away from other splices, harness branches or connectors. Wire Size Conversion Table Step 3: Strip the Insulation When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows the commercial AWG wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalent metric size. To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed. Be careful to avoid nicking or cutting any of the wires. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8005 Entering The Splice Clip Step 4: Crimp the Wires Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J 38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.) Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wires and hold it in place. ^ Open the crimping tool to its full width and rest one handle on a firm flat surface. ^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip. Crimping The Splice Clip ^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes. ^ Before crimping the ends of the clip, be sure that: The wires extend beyond the clip in each direction. - No strands of wire are cut loose. - No insulation is caught under the clip. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8006 Completing The Crimp Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires. Applying The Solder Step 5: Solder Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8007 Proper First Taping Step 6: Tape the Splice Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in the harness. Proper Second Taping If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape. Splicing Twisted/Shielded Cable Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8008 Twisted/shielded Cable Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction is used between the Engine Control Module (ECM) and the distributor. Step 1: Remove Outer Jacket Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape. Step 2: Unwrap the Tape Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made. The Untwisted Conductors Step 3: Prepare the Splice Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to stagger splices to avoid shorts. Step 4: Re-assemble the Cable After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape. The Re-assembled Cable Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8009 Proper Taping Step 5: Tape the Cable Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair. Terminal Repairs Terminal Repair The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all steps shown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information. Step 1: Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals. Step 2: Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only). Step 3: Remove insulation. Step 4: Align seal with end of cable insulation (Weather Pack(R) terminals only). Step 5: Position strip (and seal for Weather Pack(R)) in terminal. Step 6: Hand crimp core wings. Step 7: Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)). Step 8: Solder all hand crimped terminals. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8010 Headlamp Switch: Electrical Diagrams Light Switch Details: With Daytime Running Lights (T61) (Part 1 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8011 Light Switch Details: With Daytime Running Lights (T61) (Part 2 Of 4) Light Switch Details: With Daytime Running Lights (T61) (Wagon) (Part 4 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8012 Light Switch Details: With Daytime Running Lights (T61) (Part 1 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8013 Light Switch Details: With Daytime Running Lights (T61) (Part 2 Of 4) Light Switch Details: With Daytime Running Lights (T61) (Sedan) (Part 4 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8014 Light Switch Details: With Daytime Running Lights (T61) (Part 1 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8015 Light Switch Details: With Daytime Running Lights (T61) (Part 2 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8016 Light Switch Details: With Daytime Running Lights (T61) (Coupe And Convertable) (Part 4 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8017 Light Switch Details: With Daytime Running Lights (T61) (Part 3 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8018 Light Switch Details: With Daytime Running Lights (T61) (Part 3 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8019 Light Switch Details: With Daytime Running Lights (T61) (Wagon) (Part 4 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8020 Light Switch Details: With Daytime Running Lights (T61) (Part 3 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8021 Light Switch Details: With Daytime Running Lights (T61) (Part 3 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8022 Light Switch Details: With Daytime Running Lights (T61) (Sedan) (Part 4 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8023 Light Switch Details: With Daytime Running Lights (T61) (Part 3 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8024 Light Switch Details: With Daytime Running Lights (T61) (Part 3 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 8025 Light Switch Details: With Daytime Running Lights (T61) (Coupe And Convertable) (Part 4 Of 4) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Headlamp Switch > Component Information > Diagrams > Page 8026 Headlamp Switch: Service and Repair The headlamp switch is part of the turn signal lever assembly and is not serviceable. The headlamp switch, turn signal lever and cruise control switch must be replaced as an assembly. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Horn Switch > Component Information > Technical Service Bulletins > Recalls for Horn Switch: > NHTSA96I001000 > Jan > 96 > Recall 96I001000: Horn Assembly Defect Horn Switch: Recalls Recall 96I001000: Horn Assembly Defect This is not a safety recall in accordance with Federal Regulation 573. However, it is deemed a safety improvement campaign by the agency. These vehicles were built with insufficient retention of the horn pad. The horn pad can separate from the steering wheel falling between the steering wheel spokes. The horn pad could become jammed between the steering wheel spokes and the turn signal lever, resulting in damage to the turn signal lever, horn pad, and horn wiring. Dealers will modify the horn pad retention clips, install horn pad retention brackets to the steering wheel, reinstall the horn pad and assure that the hornpad is properly retained. NOTE: General Motors has decided to conduct a safety improvement campaign to modify the horn pad on these vehicles. Owners can contact Chevrolet at1-800-222-1020. 1993 CHEVROLET CAVALIER 1994 CHEVROLET CAVALIER Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Horn Switch > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Horn Switch: > NHTSA96I001000 > Jan > 96 > Recall 96I001000: Horn Assembly Defect Horn Switch: All Technical Service Bulletins Recall 96I001000: Horn Assembly Defect This is not a safety recall in accordance with Federal Regulation 573. However, it is deemed a safety improvement campaign by the agency. These vehicles were built with insufficient retention of the horn pad. The horn pad can separate from the steering wheel falling between the steering wheel spokes. The horn pad could become jammed between the steering wheel spokes and the turn signal lever, resulting in damage to the turn signal lever, horn pad, and horn wiring. Dealers will modify the horn pad retention clips, install horn pad retention brackets to the steering wheel, reinstall the horn pad and assure that the hornpad is properly retained. NOTE: General Motors has decided to conduct a safety improvement campaign to modify the horn pad on these vehicles. Owners can contact Chevrolet at1-800-222-1020. 1993 CHEVROLET CAVALIER 1994 CHEVROLET CAVALIER Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Turn Signal Switch > Component Information > Locations > Component Locations Turn Signal Switch: Component Locations LH Side Of I/P Turn/Hazard Headlight Switch Assembly is located Top of Steering Column, below Steering Wheel Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Turn Signal Switch > Component Information > Locations > Component Locations > Page 8044 LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Sensors and Switches - Lighting and Horns > Turn Signal Switch > Component Information > Locations > Page 8045 Turn Signal Switch: Service and Repair WARNING: On models equipped with Airbags, Refer to Air Bags (Supplemental Restraint Systems) Service and Repair Disarming procedures before performing any repair. See: Restraint Systems/Air Bag Systems/Service and Repair 1. Disconnect battery ground cable. 2. Remove steering wheel. Refer to Steering and Suspension / Steering / Steering Wheel. See: Steering and Suspension/Steering/Steering Wheel/Service and Repair 3. Remove lower steering column cover upper and lower attaching bolts, then remove lower steering column cover. 4. Separate rose bud fastener, integral to wiring harness, from jacket assembly. 5. Remove turn signal switch attaching screws, the depress locking tab and remove turn signal switch electrical connectors. 6. Reverse procedure to install. Torque turn signal switch attaching screws to 48 inch lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Tail Lamp > Component Information > Technical Service Bulletins > Lighting - Exterior Lamp Condensation and Replacement Tail Lamp: Technical Service Bulletins Lighting - Exterior Lamp Condensation and Replacement INFORMATION Bulletin No.: 01-08-42-001H Date: January 05, 2011 Subject: Exterior Lamp Condensation and Replacement Guidelines Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) Supercede: This bulletin is being revised to add the 2011 model year. Please discard Corporate Bulletin Number 01-08-42-001G (Section 08 - Body and Accessories). The following information is being provided to better define the causes of condensation in exterior lamps and includes guidelines for determining the difference between a lamp with a normal atmospheric condition (condensation) and a lamp with a water leak. Some exterior lamps, such as cornering, turn signal, backup, headlamps or tail lamps may exhibit very small droplets of water, a fine mist or white fog (condensation) on the inside of the lamp lens. This may be more noticeable on lamps with "multi-lens" designs and may be normal during certain weather conditions. Condensation occurs when the air inside the lamp assembly, through atmospheric changes, reaches the "dew point". When this takes place, the moisture in the air within the lamp assembly condenses, creating a fine mist or white fog on the inside surface of the lamp lens. Most exterior lamps on General Motors vehicles use a vented design and feature a replaceable bulb assembly. They are designed to remove any accumulated moisture vapor by expelling it through a vent system. The vent system operates at all times, however, it is most effective when the lamps are ON or when the vehicle is in motion. Depending on the size, shape and location of the lamp on the vehicle, and the atmospheric conditions occurring, the amount of time required to clear the lamp may vary from 2 to 6 hours. Completely sealed headlamp assemblies (sealed beams) are still used on a limited number of models being manufactured today. These lamps require the replacement of the complete lamp assembly if a bulb filament burns out. Condensation 2006 TrailBlazer Shown A Fine Mist or White Fog on the Inside Surface of the Lamp Lens Occurring After a Period of High Humidity - May be located primarily in the lens corners (near the vents) and SHOULD NOT cover more than half the lens surface. - The condition should clear of moisture when the vehicle is parked in a dry environment, or when the vehicle is driven with the lights ON. - A comparison of the equivalent lamp on the opposing side of the vehicle indicates a SIMILAR performance. If the above conditions are noted, the customer should be advised that replacement of a lamp assembly may not correct this condition. Water Leak New Style Pickup Shown Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Tail Lamp > Component Information > Technical Service Bulletins > Lighting - Exterior Lamp Condensation and Replacement > Page 8050 Numerous & Various Size Drops of Water Collecting on the Inside Surface of the Lamp Lens After the Vehicle Has Been Exposed to Rain or a Car Washing Environment - A condition that covers more than half the surface of the lamp lens. - An accumulation of water in the bottom of the lamp assembly. - A condition that WON'T clear when the vehicle is parked in a dry environment, or when the vehicle is driven with the lights ON. - A comparison of the equivalent lamp on the opposing side of the vehicle indicates a different performance. Any of the above conditions would indicate the need to service the lens or lamp assembly. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Turn Signals > Turn Signal Flasher > Component Information > Locations > Component Locations Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Turn Signals > Turn Signal Flasher > Component Information > Locations > Component Locations > Page 8056 Behind LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Turn Signals > Turn Signal Lamp > Component Information > Technical Service Bulletins > Lighting - Exterior Lamp Condensation and Replacement Turn Signal Lamp: Technical Service Bulletins Lighting - Exterior Lamp Condensation and Replacement INFORMATION Bulletin No.: 01-08-42-001H Date: January 05, 2011 Subject: Exterior Lamp Condensation and Replacement Guidelines Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) Supercede: This bulletin is being revised to add the 2011 model year. Please discard Corporate Bulletin Number 01-08-42-001G (Section 08 - Body and Accessories). The following information is being provided to better define the causes of condensation in exterior lamps and includes guidelines for determining the difference between a lamp with a normal atmospheric condition (condensation) and a lamp with a water leak. Some exterior lamps, such as cornering, turn signal, backup, headlamps or tail lamps may exhibit very small droplets of water, a fine mist or white fog (condensation) on the inside of the lamp lens. This may be more noticeable on lamps with "multi-lens" designs and may be normal during certain weather conditions. Condensation occurs when the air inside the lamp assembly, through atmospheric changes, reaches the "dew point". When this takes place, the moisture in the air within the lamp assembly condenses, creating a fine mist or white fog on the inside surface of the lamp lens. Most exterior lamps on General Motors vehicles use a vented design and feature a replaceable bulb assembly. They are designed to remove any accumulated moisture vapor by expelling it through a vent system. The vent system operates at all times, however, it is most effective when the lamps are ON or when the vehicle is in motion. Depending on the size, shape and location of the lamp on the vehicle, and the atmospheric conditions occurring, the amount of time required to clear the lamp may vary from 2 to 6 hours. Completely sealed headlamp assemblies (sealed beams) are still used on a limited number of models being manufactured today. These lamps require the replacement of the complete lamp assembly if a bulb filament burns out. Condensation 2006 TrailBlazer Shown A Fine Mist or White Fog on the Inside Surface of the Lamp Lens Occurring After a Period of High Humidity - May be located primarily in the lens corners (near the vents) and SHOULD NOT cover more than half the lens surface. - The condition should clear of moisture when the vehicle is parked in a dry environment, or when the vehicle is driven with the lights ON. - A comparison of the equivalent lamp on the opposing side of the vehicle indicates a SIMILAR performance. If the above conditions are noted, the customer should be advised that replacement of a lamp assembly may not correct this condition. Water Leak New Style Pickup Shown Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Turn Signals > Turn Signal Lamp > Component Information > Technical Service Bulletins > Lighting - Exterior Lamp Condensation and Replacement > Page 8061 Numerous & Various Size Drops of Water Collecting on the Inside Surface of the Lamp Lens After the Vehicle Has Been Exposed to Rain or a Car Washing Environment - A condition that covers more than half the surface of the lamp lens. - An accumulation of water in the bottom of the lamp assembly. - A condition that WON'T clear when the vehicle is parked in a dry environment, or when the vehicle is driven with the lights ON. - A comparison of the equivalent lamp on the opposing side of the vehicle indicates a different performance. Any of the above conditions would indicate the need to service the lens or lamp assembly. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Turn Signals > Turn Signal Switch > Component Information > Locations > Component Locations Turn Signal Switch: Component Locations LH Side Of I/P Turn/Hazard Headlight Switch Assembly is located Top of Steering Column, below Steering Wheel Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Turn Signals > Turn Signal Switch > Component Information > Locations > Component Locations > Page 8066 LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Lighting and Horns > Turn Signals > Turn Signal Switch > Component Information > Locations > Page 8067 Turn Signal Switch: Service and Repair WARNING: On models equipped with Airbags, Refer to Air Bags (Supplemental Restraint Systems) Service and Repair Disarming procedures before performing any repair. See: Restraint Systems/Air Bag Systems/Service and Repair 1. Disconnect battery ground cable. 2. Remove steering wheel. Refer to Steering and Suspension / Steering / Steering Wheel. See: Steering and Suspension/Steering/Steering Wheel/Service and Repair 3. Remove lower steering column cover upper and lower attaching bolts, then remove lower steering column cover. 4. Separate rose bud fastener, integral to wiring harness, from jacket assembly. 5. Remove turn signal switch attaching screws, the depress locking tab and remove turn signal switch electrical connectors. 6. Reverse procedure to install. Torque turn signal switch attaching screws to 48 inch lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Heated Glass Element > Heated Glass Control Module > Component Information > Locations > C2 A-Center Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Heated Glass Element > Heated Glass Control Module > Component Information > Locations > C2 > Page 8074 A-Center Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Heated Glass Element > Heated Glass Control Module > Component Information > Locations > Page 8075 Heated Glass Control Module: Diagrams Harness Connector Faces: Heater-A/C And Rear Defogger Control Assembly- C1 Harness Connector Faces: Heater-A/C And Rear Defogger Control Assembly- C2 Harness Connector Faces: Heater-A/C And Rear Defogger Control Assembly- C3 Harness Connector Faces: Heater-A/C And Rear Defogger Control Assembly- C1 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Heated Glass Element > Heated Glass Control Module > Component Information > Locations > Page 8076 Harness Connector Faces: Heater-A/C And Rear Defogger Control Assembly- C2 (Description) Harness Connector Faces: Heater-A/C And Rear Defogger Control Assembly- C3 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Relays and Modules - Windows and Glass > Heated Glass Control Module > Component Information > Locations > C2 A-Center Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Relays and Modules - Windows and Glass > Heated Glass Control Module > Component Information > Locations > C2 > Page 8082 A-Center Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Relays and Modules - Windows and Glass > Heated Glass Control Module > Component Information > Locations > Page 8083 Heated Glass Control Module: Diagrams Harness Connector Faces: Heater-A/C And Rear Defogger Control Assembly- C1 Harness Connector Faces: Heater-A/C And Rear Defogger Control Assembly- C2 Harness Connector Faces: Heater-A/C And Rear Defogger Control Assembly- C3 Harness Connector Faces: Heater-A/C And Rear Defogger Control Assembly- C1 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Relays and Modules - Windows and Glass > Heated Glass Control Module > Component Information > Locations > Page 8084 Harness Connector Faces: Heater-A/C And Rear Defogger Control Assembly- C2 (Description) Harness Connector Faces: Heater-A/C And Rear Defogger Control Assembly- C3 (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Sensors and Switches - Windows and Glass > Power Window Switch > Component Information > Locations > Coupe Center Of Console (Coupe) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Sensors and Switches - Windows and Glass > Power Window Switch > Component Information > Locations > Coupe > Page 8090 Power Window Switch: Locations Station Wagon and Sedan Center Of Console (Sedan Shown, Station Wagon Similar) Center Of Console (Sedan Shown, Station Wagon Similar) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Sensors and Switches - Windows and Glass > Power Window Switch > Component Information > Locations > Page 8091 Power Window Switch: Diagrams Harness Connector Faces: Console Window Switch- C1 (All Except Coupe) Harness Connector Faces: Console Window Switch- C2 (All Except Coupe) Harness Connector Faces: Console Window Switch- C1 (All Except Coupe) (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Sensors and Switches - Windows and Glass > Power Window Switch > Component Information > Locations > Page 8092 Harness Connector Faces: Console Window Switch- C2 (All Except Coupe) (Description) Harness Connector Faces: Console Window Switch (Coupe) Harness Connector Faces: LH Rear Window Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Sensors and Switches - Windows and Glass > Power Window Switch > Component Information > Locations > Page 8093 Harness Connector Faces: RH Rear Window Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Power Window Motor > Component Information > Locations > LH Front Power Window Motor Connector Power Window Motor: Locations LH Front Power Window Motor Connector LH Front Of Door (Coupe) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Power Window Motor > Component Information > Locations > LH Front Power Window Motor Connector > Page 8099 LH Front Of Door (Convertible) LH Front Door (Station Wagon Shown, Sedan Similar) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Power Window Motor > Component Information > Locations > LH Front Power Window Motor Connector > Page 8100 Power Window Motor: Locations LH Rear Power Window Motor Connector Rear Of Passenger Compartment (Convertible) LH Rear Door (Sedan And Station Wagon) (RH Similar) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Power Window Motor > Component Information > Locations > LH Front Power Window Motor Connector > Page 8101 Power Window Motor: Locations RH Front Power Window Motor Connector RH Front Of Door (Coupe) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Power Window Motor > Component Information > Locations > LH Front Power Window Motor Connector > Page 8102 RH Front Door (Convertible) RH Front Door (Station Wagon Shown, Sedan Similar) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Power Window Motor > Component Information > Locations > LH Front Power Window Motor Connector > Page 8103 RH Rear Of Passenger Compartment (Convertible) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Power Window Switch > Component Information > Locations > Coupe Center Of Console (Coupe) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Power Window Switch > Component Information > Locations > Coupe > Page 8108 Power Window Switch: Locations Station Wagon and Sedan Center Of Console (Sedan Shown, Station Wagon Similar) Center Of Console (Sedan Shown, Station Wagon Similar) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Power Window Switch > Component Information > Locations > Page 8109 Power Window Switch: Diagrams Harness Connector Faces: Console Window Switch- C1 (All Except Coupe) Harness Connector Faces: Console Window Switch- C2 (All Except Coupe) Harness Connector Faces: Console Window Switch- C1 (All Except Coupe) (Description) Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Power Window Switch > Component Information > Locations > Page 8110 Harness Connector Faces: Console Window Switch- C2 (All Except Coupe) (Description) Harness Connector Faces: Console Window Switch (Coupe) Harness Connector Faces: LH Rear Window Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Power Window Switch > Component Information > Locations > Page 8111 Harness Connector Faces: RH Rear Window Switch Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Window Glass > Back Window Glass > Component Information > Technical Service Bulletins > Body - Vehicle Glass Distortion Information Back Window Glass: Technical Service Bulletins Body - Vehicle Glass Distortion Information INFORMATION Bulletin No.: 00-08-48-005D Date: September 10, 2010 Subject: Distortion in Outer Surface of Vehicle Glass Models: 2011 and Prior GM Passenger Cars and Trucks 2009 and Prior HUMMER H2 2010 and Prior HUMMER H3 2005-2009 Saab 9-7X 2010 and Prior Saturn Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 00-08-48-005C (Section 08 - Body and Accessories). Distortion in the outer surface of the windshield glass, door glass or backlite glass may appear after the vehicle has: - Accumulated some mileage. - Been frequently washed in automatic car washes, particularly "touchless" car washes. This distortion may look like a subtle orange peel pattern, or may look like a drip or sag etched into the surface of the glass. Some car wash solutions contain a buffered solution of hydrofluoric acid which is used to clean the glass. This should not cause a problem if used in the correct concentration. However, if not used correctly, hydrofluoric acid will attack the glass, and over time, will cause visual distortion in the outer surface of the glass which cannot be removed by scraping or polishing. If this condition is suspected, look at the area of the windshield under the wipers or below the belt seal on the side glass. The area of the glass below the wipers or belt seal will not be affected and what looks like a drip or sag may be apparent at the edge of the wiper or belt seal. You may also see a line on the glass where the wiper blade or the belt seal contacts the glass. Important The repair will require replacing the affected glass and is not a result of a defect in material or workmanship. Therefore, is not covered by New Vehicle Warranty. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Window Glass > Front Corner Window Glass > Component Information > Technical Service Bulletins > Body - Vehicle Glass Distortion Information Front Corner Window Glass: Technical Service Bulletins Body - Vehicle Glass Distortion Information INFORMATION Bulletin No.: 00-08-48-005D Date: September 10, 2010 Subject: Distortion in Outer Surface of Vehicle Glass Models: 2011 and Prior GM Passenger Cars and Trucks 2009 and Prior HUMMER H2 2010 and Prior HUMMER H3 2005-2009 Saab 9-7X 2010 and Prior Saturn Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 00-08-48-005C (Section 08 - Body and Accessories). Distortion in the outer surface of the windshield glass, door glass or backlite glass may appear after the vehicle has: - Accumulated some mileage. - Been frequently washed in automatic car washes, particularly "touchless" car washes. This distortion may look like a subtle orange peel pattern, or may look like a drip or sag etched into the surface of the glass. Some car wash solutions contain a buffered solution of hydrofluoric acid which is used to clean the glass. This should not cause a problem if used in the correct concentration. However, if not used correctly, hydrofluoric acid will attack the glass, and over time, will cause visual distortion in the outer surface of the glass which cannot be removed by scraping or polishing. If this condition is suspected, look at the area of the windshield under the wipers or below the belt seal on the side glass. The area of the glass below the wipers or belt seal will not be affected and what looks like a drip or sag may be apparent at the edge of the wiper or belt seal. You may also see a line on the glass where the wiper blade or the belt seal contacts the glass. Important The repair will require replacing the affected glass and is not a result of a defect in material or workmanship. Therefore, is not covered by New Vehicle Warranty. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Window Glass > Front Door Window Glass > System Information > Technical Service Bulletins > Body - Vehicle Glass Distortion Information Front Door Window Glass: Technical Service Bulletins Body - Vehicle Glass Distortion Information INFORMATION Bulletin No.: 00-08-48-005D Date: September 10, 2010 Subject: Distortion in Outer Surface of Vehicle Glass Models: 2011 and Prior GM Passenger Cars and Trucks 2009 and Prior HUMMER H2 2010 and Prior HUMMER H3 2005-2009 Saab 9-7X 2010 and Prior Saturn Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 00-08-48-005C (Section 08 - Body and Accessories). Distortion in the outer surface of the windshield glass, door glass or backlite glass may appear after the vehicle has: - Accumulated some mileage. - Been frequently washed in automatic car washes, particularly "touchless" car washes. This distortion may look like a subtle orange peel pattern, or may look like a drip or sag etched into the surface of the glass. Some car wash solutions contain a buffered solution of hydrofluoric acid which is used to clean the glass. This should not cause a problem if used in the correct concentration. However, if not used correctly, hydrofluoric acid will attack the glass, and over time, will cause visual distortion in the outer surface of the glass which cannot be removed by scraping or polishing. If this condition is suspected, look at the area of the windshield under the wipers or below the belt seal on the side glass. The area of the glass below the wipers or belt seal will not be affected and what looks like a drip or sag may be apparent at the edge of the wiper or belt seal. You may also see a line on the glass where the wiper blade or the belt seal contacts the glass. Important The repair will require replacing the affected glass and is not a result of a defect in material or workmanship. Therefore, is not covered by New Vehicle Warranty. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Window Glass > Front Door Window Glass > System Information > Technical Service Bulletins > Body - Vehicle Glass Distortion Information > Page 8125 Front Door Window Glass: Technical Service Bulletins Body - Side Window Chipping Information INFORMATION Bulletin No.: 06-08-64-001B Date: October 20, 2009 Subject: Information on Side Door Window Glass Chipping Caused by Hanging Vehicle Key Lock Box Models: 2010 and Prior Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add vehicles and model years and to include all types of door window glass. Please discard Corporate Bulletin Number 06-08-64-001A (Section 08 - Body & Accessories). - In several warranty parts review cases, side door window glass was observed with a chip or chips on the top side of the window glass. Dealer contacts confirmed that they use a vehicle key lock box on the front side door window glass. - A random selection of side door glass returns will be conducted to confirm adherence. If a side door glass is discovered with a chip or chips in the location previously described, the side door glass will be returned to the dealership for debit. Example of Side Door Glass - DO NOT place a vehicle key lock box on a side door window glass. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Window Glass > Front Door Window Glass > System Information > Technical Service Bulletins > Body - Vehicle Glass Distortion Information > Page 8126 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Windows > Window Glass > Quarter Window Glass > Component Information > Technical Service Bulletins > Body - Vehicle Glass Distortion Information Quarter Window Glass: Technical Service Bulletins Body - Vehicle Glass Distortion Information INFORMATION Bulletin No.: 00-08-48-005D Date: September 10, 2010 Subject: Distortion in Outer Surface of Vehicle Glass Models: 2011 and Prior GM Passenger Cars and Trucks 2009 and Prior HUMMER H2 2010 and Prior HUMMER H3 2005-2009 Saab 9-7X 2010 and Prior Saturn Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 00-08-48-005C (Section 08 - Body and Accessories). Distortion in the outer surface of the windshield glass, door glass or backlite glass may appear after the vehicle has: - Accumulated some mileage. - Been frequently washed in automatic car washes, particularly "touchless" car washes. This distortion may look like a subtle orange peel pattern, or may look like a drip or sag etched into the surface of the glass. Some car wash solutions contain a buffered solution of hydrofluoric acid which is used to clean the glass. This should not cause a problem if used in the correct concentration. However, if not used correctly, hydrofluoric acid will attack the glass, and over time, will cause visual distortion in the outer surface of the glass which cannot be removed by scraping or polishing. If this condition is suspected, look at the area of the windshield under the wipers or below the belt seal on the side glass. The area of the glass below the wipers or belt seal will not be affected and what looks like a drip or sag may be apparent at the edge of the wiper or belt seal. You may also see a line on the glass where the wiper blade or the belt seal contacts the glass. Important The repair will require replacing the affected glass and is not a result of a defect in material or workmanship. Therefore, is not covered by New Vehicle Warranty. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Windshield > Component Information > Technical Service Bulletins > Customer Interest: > 09-08-48-006 > Sep > 09 > Body - Stain/Film On Windshield Glass Perimeter Windshield: Customer Interest Body - Stain/Film On Windshield Glass Perimeter TECHNICAL Bulletin No.: 09-08-48-006 Date: September 18, 2009 Subject: Clear Stain or Film on Inside Perimeter of Windshield Glass (Clean/Polish Glass) Models: 2010 and Prior Passenger Cars and Trucks (Including Saturn and Saab) 2010 and Prior HUMMER H2, H3 Condition Some customers may comment on a clear stain or film on the inside of the windshield glass. This condition appears along the outer edges of the glass along the top, bottom or A-pillar areas. Normal glass cleaning procedures will not remove the stain. Cause The assembly plant uses a clear sealer/primer on the outer edge of the windshield glass to improve adhesion to the urethane adhesive that bonds the windshield glass to the vehicle body. Excess sealer/primer may drip or flow onto the windshield and cause a stain. Once the sealer/primer dries, it may appear to have etched the glass. Correction Note A "white" type of toothpaste is recommended for this repair. Gel-type toothpaste may provide less satisfactory results. Use a small amount of toothpaste on a soft, cotton cloth to polish the stained area. It may be necessary to wrap the cloth around a paint stir stick or a similar tool to reach the lower corners of the windshield glass. After polishing the glass, clean the inside of the windshield glass with a clean, damp, cotton cloth and verify all of the stain is removed. Do not use any cleaners or solvents - use only clean warm water. Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use: Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Windshield > Component Information > Technical Service Bulletins > Customer Interest: > 09-08-48-006 > Sep > 09 > Body - Stain/Film On Windshield Glass Perimeter > Page 8139 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Windshield > Component Information > Technical Service Bulletins > Customer Interest: > 09-08-48-002A > Mar > 09 > Body - Marks/Stains on Windshield When Wet Windshield: Customer Interest Body - Marks/Stains on Windshield When Wet TECHNICAL Bulletin No.: 09-08-48-002A Date: March 19, 2009 Subject: Marks/Stains on Windshield When Wet (Clean Windshield) Models: 2010 and Prior Passenger Cars and Trucks (Including Saturn and Saab) 2010 and Prior HUMMER H2, H3 Supercede: This bulletin is being revised to update the models and model years. Please discard Corporate Bulletin Number 09-08-48-002 (Section 08 - Body and Accessories). Condition Some owners may comment that marks/stains appear on the windshield when the windshield is wet. Cause This condition may be caused by contact between the windshield and the vacuum hoses or other tools used in the assembly process. This contact may leave a residue that creates a water repellent surface on the glass which, in wet conditions, appear as marks/stains on the surface. Correction Important DO NOT REPLACE THE WINDSHIELD FOR THIS CONDITION. To clean the windshield, use Eastwood Glass Polishing Compound*. Follow the manufacturer's directions for product use. Use only hand tools. DO NOT USE POWER TOOLS. Parts Information Eastwood Glass Polishing Compound 1-800-343-9353 (for overseas inquiries: +1-610-705-2200) http://www.eastwoodco.com/ *We believe this source and their products to be reliable. There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any such items which may be available from other sources. Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Windshield > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Windshield: > 06-08-43-003C > Feb > 11 > Glass/Body - Windshield Wiper Performance Windshield: All Technical Service Bulletins Glass/Body - Windshield Wiper Performance INFORMATION Bulletin No.: 06-08-43-003C Date: February 21, 2011 Subject: Windshield Wiper Performance, Cleaning Instructions and Maintenance Models: 2012 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2010 and Prior Isuzu Medium Duty Trucks 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to add the 2011 and 2012 model year. Please discard Corporate Bulletin Number 06-08-43-003B (Section 08 - Body and Accessories). Wiper Concerns Most concerns about windshield wiper performance are the result of dirty wiper blades, damaged wiper blades, or worn out blades that are continuing to be used beyond their useful life. Depending on environmental conditions, wiper blades can have dramatic differences in lifespan. Here are some tips and guidelines to maximize wiper performance to avoid damage to the blades, and to avoid unnecessary replacements. Many wiper blades are being replaced under warranty with reviews showing there is nothing wrong with the returned blades other than a build-up of dirt. Additionally, advise the customer to review the information in their Owner Manual. Inspection and Cleaning Scheduled Maintenance - Inspect your wipers rubber blades every 4-6 months or 12,000 km (7,500 mi) for wear, cracking or contamination. - Clean the windshield and the rubber wiper blades (using the procedure below) if the blades are not clearing the glass satisfactorily. If this does not correct the problem, then replace the rubber elements. Cleaning Procedure Important Avoid getting windshield washer fluid on your hands. Wear rubber gloves or avoid direct contact with washer fluid. Important Do not use gasoline, kerosene, or petroleum based products to clean wiper blades. - Clean the rubber blades using a lint free cloth or paper towel soaked with windshield washer fluid or a mild detergent. You should see significant amounts of dirt being removed on the cloth. - Be sure to wash the windshield thoroughly when you clean the blades. Bugs, road grime, sap and a buildup of car wash/wax treatments may additionally cause wiper streaking. Tip For a larger scale buildup on the windshield, use a non-abrasive cleaner such as Bon-Ami* (www.faultless.com) cleanser with a wet sponge, being sure to use plenty of water to avoid scratching the glass. Flush the surface and body panels completely. Tip For day-to-day exterior glass cleaning and to maintain a streak free appearance, suggest Vehicle Care Glass Cleaner, P/N 88862560 (in Canada, 992727). This product is an easy to use foaming cleaner that quickly removes dirt and grime from glass surfaces. Tip Interior glass should be cleaned with plain, clean water to eliminate any film or haze on the window and help prevent fogging, a major customer dissatisfier. Refer to Corporate Bulletin Number 03-00-89-006D for more information. The New Vehicle Pre-Delivery Inspection form also recommends using plain water to clean interior glass. *"We believe this material to be reliable. There may be additional manufacturers of such material. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or equipment from these firms or any such items which may be available from other sources. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Windshield > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Windshield: > 06-08-43-003C > Feb > 11 > Glass/Body - Windshield Wiper Performance > Page 8149 Avoiding Wiper Damage The following are major contributors to wiper damage. Some of these you can control and others are environmental concerns. - Extremely dusty areas (such as driving on dirt roads) may cause the wipers rubber edge to wear quickly and unevenly. - Sand and salt used on roads for increasing winter traction and ice control will cause the wiper blades to wear quicker. Areas with significant snowfall require more frequent blade replacements. - Heat and time may cause the rubber blades to take a "permanent set" resulting in the rubber not flexing and turning over uniformly. This condition may result in streaking and/or unwiped areas. - Rubber blades are easily cut or torn when using ice scrapers. Likewise pulling blades up off a frozen windshield can tear the rubber. Exercise caution when clearing ice and snow. - Using your wipers to "wear through" frost and ice, instead of allowing the defrosters to melt the ice, can dull, nick or tear the rubber blades. - Banging wipers on the glass to remove ice and snow may cause the blade to bend, dislodging the rubber and causing potential scratching of the windshield. - Ice can form in the pin joints of the wipers, which can cause streaking and unwiped areas. To remove ice from pin joints, compress the blade and rubber edge with your hand to loosen the frozen joints. Consider using Winter Blades that have a rubber cover to avoid this condition. Note GM does not recommend the use of any spray on/wipe on windshield treatments or washer fluid additives. The variation in friction that results on the glass from the use of these products causes wipers to chatter and have premature wear. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Windshield > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Windshield: > 00-08-48-005D > Sep > 10 > Body - Vehicle Glass Distortion Information Windshield: All Technical Service Bulletins Body - Vehicle Glass Distortion Information INFORMATION Bulletin No.: 00-08-48-005D Date: September 10, 2010 Subject: Distortion in Outer Surface of Vehicle Glass Models: 2011 and Prior GM Passenger Cars and Trucks 2009 and Prior HUMMER H2 2010 and Prior HUMMER H3 2005-2009 Saab 9-7X 2010 and Prior Saturn Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 00-08-48-005C (Section 08 - Body and Accessories). Distortion in the outer surface of the windshield glass, door glass or backlite glass may appear after the vehicle has: - Accumulated some mileage. - Been frequently washed in automatic car washes, particularly "touchless" car washes. This distortion may look like a subtle orange peel pattern, or may look like a drip or sag etched into the surface of the glass. Some car wash solutions contain a buffered solution of hydrofluoric acid which is used to clean the glass. This should not cause a problem if used in the correct concentration. However, if not used correctly, hydrofluoric acid will attack the glass, and over time, will cause visual distortion in the outer surface of the glass which cannot be removed by scraping or polishing. If this condition is suspected, look at the area of the windshield under the wipers or below the belt seal on the side glass. The area of the glass below the wipers or belt seal will not be affected and what looks like a drip or sag may be apparent at the edge of the wiper or belt seal. You may also see a line on the glass where the wiper blade or the belt seal contacts the glass. Important The repair will require replacing the affected glass and is not a result of a defect in material or workmanship. Therefore, is not covered by New Vehicle Warranty. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Windshield > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Windshield: > 09-08-48-006 > Sep > 09 > Body - Stain/Film On Windshield Glass Perimeter Windshield: All Technical Service Bulletins Body - Stain/Film On Windshield Glass Perimeter TECHNICAL Bulletin No.: 09-08-48-006 Date: September 18, 2009 Subject: Clear Stain or Film on Inside Perimeter of Windshield Glass (Clean/Polish Glass) Models: 2010 and Prior Passenger Cars and Trucks (Including Saturn and Saab) 2010 and Prior HUMMER H2, H3 Condition Some customers may comment on a clear stain or film on the inside of the windshield glass. This condition appears along the outer edges of the glass along the top, bottom or A-pillar areas. Normal glass cleaning procedures will not remove the stain. Cause The assembly plant uses a clear sealer/primer on the outer edge of the windshield glass to improve adhesion to the urethane adhesive that bonds the windshield glass to the vehicle body. Excess sealer/primer may drip or flow onto the windshield and cause a stain. Once the sealer/primer dries, it may appear to have etched the glass. Correction Note A "white" type of toothpaste is recommended for this repair. Gel-type toothpaste may provide less satisfactory results. Use a small amount of toothpaste on a soft, cotton cloth to polish the stained area. It may be necessary to wrap the cloth around a paint stir stick or a similar tool to reach the lower corners of the windshield glass. After polishing the glass, clean the inside of the windshield glass with a clean, damp, cotton cloth and verify all of the stain is removed. Do not use any cleaners or solvents - use only clean warm water. Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use: Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Windshield > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Windshield: > 09-08-48-006 > Sep > 09 > Body - Stain/Film On Windshield Glass Perimeter > Page 8158 Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Windshield > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Windshield: > 09-08-48-002A > Mar > 09 > Body - Marks/Stains on Windshield When Wet Windshield: All Technical Service Bulletins Body - Marks/Stains on Windshield When Wet TECHNICAL Bulletin No.: 09-08-48-002A Date: March 19, 2009 Subject: Marks/Stains on Windshield When Wet (Clean Windshield) Models: 2010 and Prior Passenger Cars and Trucks (Including Saturn and Saab) 2010 and Prior HUMMER H2, H3 Supercede: This bulletin is being revised to update the models and model years. Please discard Corporate Bulletin Number 09-08-48-002 (Section 08 - Body and Accessories). Condition Some owners may comment that marks/stains appear on the windshield when the windshield is wet. Cause This condition may be caused by contact between the windshield and the vacuum hoses or other tools used in the assembly process. This contact may leave a residue that creates a water repellent surface on the glass which, in wet conditions, appear as marks/stains on the surface. Correction Important DO NOT REPLACE THE WINDSHIELD FOR THIS CONDITION. To clean the windshield, use Eastwood Glass Polishing Compound*. Follow the manufacturer's directions for product use. Use only hand tools. DO NOT USE POWER TOOLS. Parts Information Eastwood Glass Polishing Compound 1-800-343-9353 (for overseas inquiries: +1-610-705-2200) http://www.eastwoodco.com/ *We believe this source and their products to be reliable. There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any such items which may be available from other sources. Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Windshield > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Windshield: > 83-15-16 > Oct > 98 > New Windshield/Glass Urethane Adhesive Caulking Kit Windshield: All Technical Service Bulletins New Windshield/Glass Urethane Adhesive Caulking Kit File In Section: 10 - Body Bulletin No.: 83-15-16 Date: October, 1998 INFORMATION Subject: New Windshield and Stationary Glass Urethane Adhesive Caulking Kit Models: 1990-99 All Passenger Cars and Trucks As a result of a change from standard viscosity urethane to high-viscosity urethane, a new Urethane Adhesive Caulking Kit, P/N 12346392, is now available from GMSPO. This kit contains the "High Viscosity" Urethane Adhesive for thicker and more consistent bead size applications. When applied properly, this new high viscosity urethane in many instances will eliminate the need for depth setting blocks or the damming material to control squeeze out. The following is the contents of the new kit: Like the standard viscosity urethane contained in kit (P/N 12346284) that it replaces, it is a one-part, moisture cure product with curing times that vary as a result of changes in either temperature or humidity. THE REQUIRED TIME FOR THIS NEW ONE-PART MATERIAL to ensure a safe installation of stationary glass before returning the vehicle to the customer, IS A MINIMUM OF SIX (6) HOURS AT 70°F (21°C) AND 30% RELATIVE HUMIDITY. Alternate equivalent materials for this kit may be available from a local glass repair shop under the following product numbers: Other manufacturers of Urethane Adhesive that have documented their ability to meet or exceed General Motors specification # 3651M (Performance Requirements for Stationary Glass Bonding Adhesive System Service) are also considered to be equivalent to GM Kit (P/N 12346392). In previously published Corporate Bulletin Number 73-10-54, increasing customer demands for faster service have resulted in quicker two-part urethane adhesives to be made available. Essex Beta Seal U216* (two-part urethane adhesive) also meets the General Motors 3651M Specification and can be Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Windshield > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Windshield: > 83-15-16 > Oct > 98 > New Windshield/Glass Urethane Adhesive Caulking Kit > Page 8167 used when the customer demands quicker repair of the vehicle than the above described one-part product can provide. This two-part, chemical cure product requires ONE (1) TO ONE-AND-ONE-HALF (1-1/2) HOURS FOR CURING BEFORE RETURNING THE VEHICLE TO THE CUSTOMER. This two-part product also requires primers on the glass and pinchweld surfaces. The primers and applicator daubers are not included with this two-part product and therefore, must be purchased separately. In addition, this two-part product requires a special applicator (gun) for proper mixing and dispensing of the adhesive. Important: The U216 product is NOT available from GMSPO and must be obtained locally. * We believe this source and their products to be reliable. There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any such products which may be available from other sources. When using either of the above described products, make sure to follow the manufacturer's directions for application and drying times. For information regarding the removal and installation of stationary glass, consult the appropriate Service Manual. Parts information P/N Description 12346392 Urethane Adhesive Caulking Kit Parts are expected to be available from GMSPO, 10/12/98. Important: The previously recommended adhesive kit (P/N 12346284) will no longer be available from GMSPO once inventory is exhausted. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Windshield > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Windshield: > 72-05-04 > Aug > 97 > Warranty - Guidelines for Claiming Windshield Replace Windshield: All Technical Service Bulletins Warranty - Guidelines for Claiming Windshield Replace File In Section: Warranty Administration Bulletin No.: 72-05-04 Date: August, 1997 WARRANTY ADMINISTRATION Subject: Guidelines for Claiming C0034 - Windshield Replacement Models: 1989-98 Passenger Cars and Light Duty Trucks The purpose of this bulletin is to provide retail and wholesale service personnel with guidelines for using the above subject labor operations. In an effort to understand the windshield replacements, the following two phase approval process is being implemented. We feel this approach will allow GM to be responsive to repair decisions on vehicles over 10,000 miles (16,000KMS), while providing you, our dealers, the empowerment to address customer needs on those cases requiring repairs early in the vehicle's life, under 10,000 miles (16,000KMS). Effective with repair orders dated on or after September 1, 1997, dealers are to be guided by the following: ^ Windshield replacement on vehicles under 10,000 miles (16,0OOKMS) can only be made after Service Management inspection, review and approval. This approval must be noted on the repair order clearly identifying the defect and reason for replacement. This comment must be submitted in the comment field of the claim for engineering review. ^ Windshield replacement on vehicles over 10,000 miles (16,000KMS) can only be made after Service Management inspection, review and approval from the divisional service representative. Vehicles may be required to be held for wholesale inspection. This approval must be noted on the repair order clearly identifying the defect and reason for replacement. This comment must be submitted in the comment field of the claim for engineering review. The claim will require wholesale authorization for payment. Additional Requirements ^ Windshields replaced must be held for the normal parts retention period and the defect should be clearly identified on the glass by means of tape and/or a grease pencil. ^ Sublet windshield replacements, like other sublet repairs are to be claimed for actual dealership cost less any discounts and or allowances offered. Sublet repairs cannot exceed the normal allowance provided to the dealership had the repair been completed in-house. See your GM Policy and Procedure Manual for the complete guidelines. Windshields damaged by normal wear, road hazards, vandalism, or other physical damage are not eligible for warranty coverage. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Windshield > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Windshield: > 73-10-54 > May > 97 > Windshield - Two-Part Urethane Adhesive For Installation Windshield: All Technical Service Bulletins Windshield - Two-Part Urethane Adhesive For Installation File In Section: 10 - Body Bulletin No.: 73-10-54 Date: May, 1997 INFORMATION Subject: Two-Part Urethane Adhesive For Windshield Installations Models: 1997 And Prior Passenger Cars and Trucks (Using Urethane Adhesive To Retain Windshields) General Motors passenger cars and trucks use urethane adhesive as a means to retain the windshield in the body opening. The urethane adhesive is used to bond the windshield in the opening, increasing vehicle structure. The current recommended urethane adhesive, GM P/N 12346284, is a one-part moisture cure product that requires a minimum curing period of 6 hours at room temperature before returning the vehicle to the customer. Increasing customer demands for faster service in recent years have resulted in quicker cure two-part urethane adhesives. Essex Beta Seal U216* (two-part urethane adhesive) meets the General Motors 3651M Specification (Performance Requirements for Stationary Glass Bonding Adhesive System Service) and can be used when the customer demands quicker repair of the vehicle than the current one-part materials can provide. Either of these products can be used when glass replacement is performed. The differences between these products are as follows: The CURRENT URETHANE ADHESIVE KIT, GM P/N 12346284, IS A ONE-PART ADHESIVE. It includes the necessary glass and pinchweld primers and is specified in Service Manuals for General Motors' vehicles. Since this is a "moisture cure" product, the curing time for this one-part material will vary with changes to either temperature or humidity. The REQUIRED TIME FOR THIS ONE-PART MATERIAL to ensure a safe installation of stationary glass before returning the vehicle to the customer IS A MINIMUM OF SIX (6) HOURS AT 70°F (21°C) AND 30% RELATIVE HUMIDITY. ESSEX BETA SEAL U216 IS A TWO-PART ADHESIVE MATERIAL THAT PROVIDES FOR A ONE (1) TO ONE AND ONE HALF (11/2) HOUR CURE BEFORE RETURNING THE VEHICLE TO THE CUSTOMER. This product also requires primers on the glass and pinchweld surfaces. This product requires a special applicator for the mixing and dispensing of the adhesive. When using this (or any) product, make sure to follow the manufacturer's directions for application and drying times. Parts Information Parts are currently available from GMSPO. * We believe this source and their product to be reliable. There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any such products which may be available from other sources. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Windshield > Component Information > Technical Service Bulletins > All Other Service Bulletins for Windshield: > 06-08-43-003C > Feb > 11 > Glass/Body - Windshield Wiper Performance Windshield: All Technical Service Bulletins Glass/Body - Windshield Wiper Performance INFORMATION Bulletin No.: 06-08-43-003C Date: February 21, 2011 Subject: Windshield Wiper Performance, Cleaning Instructions and Maintenance Models: 2012 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2010 and Prior Isuzu Medium Duty Trucks 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to add the 2011 and 2012 model year. Please discard Corporate Bulletin Number 06-08-43-003B (Section 08 - Body and Accessories). Wiper Concerns Most concerns about windshield wiper performance are the result of dirty wiper blades, damaged wiper blades, or worn out blades that are continuing to be used beyond their useful life. Depending on environmental conditions, wiper blades can have dramatic differences in lifespan. Here are some tips and guidelines to maximize wiper performance to avoid damage to the blades, and to avoid unnecessary replacements. Many wiper blades are being replaced under warranty with reviews showing there is nothing wrong with the returned blades other than a build-up of dirt. Additionally, advise the customer to review the information in their Owner Manual. Inspection and Cleaning Scheduled Maintenance - Inspect your wipers rubber blades every 4-6 months or 12,000 km (7,500 mi) for wear, cracking or contamination. - Clean the windshield and the rubber wiper blades (using the procedure below) if the blades are not clearing the glass satisfactorily. If this does not correct the problem, then replace the rubber elements. Cleaning Procedure Important Avoid getting windshield washer fluid on your hands. Wear rubber gloves or avoid direct contact with washer fluid. Important Do not use gasoline, kerosene, or petroleum based products to clean wiper blades. - Clean the rubber blades using a lint free cloth or paper towel soaked with windshield washer fluid or a mild detergent. You should see significant amounts of dirt being removed on the cloth. - Be sure to wash the windshield thoroughly when you clean the blades. Bugs, road grime, sap and a buildup of car wash/wax treatments may additionally cause wiper streaking. Tip For a larger scale buildup on the windshield, use a non-abrasive cleaner such as Bon-Ami* (www.faultless.com) cleanser with a wet sponge, being sure to use plenty of water to avoid scratching the glass. Flush the surface and body panels completely. Tip For day-to-day exterior glass cleaning and to maintain a streak free appearance, suggest Vehicle Care Glass Cleaner, P/N 88862560 (in Canada, 992727). This product is an easy to use foaming cleaner that quickly removes dirt and grime from glass surfaces. Tip Interior glass should be cleaned with plain, clean water to eliminate any film or haze on the window and help prevent fogging, a major customer dissatisfier. Refer to Corporate Bulletin Number 03-00-89-006D for more information. The New Vehicle Pre-Delivery Inspection form also recommends using plain water to clean interior glass. *"We believe this material to be reliable. There may be additional manufacturers of such material. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or equipment from these firms or any such items which may be available from other sources. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Windshield > Component Information > Technical Service Bulletins > All Other Service Bulletins for Windshield: > 06-08-43-003C > Feb > 11 > Glass/Body - Windshield Wiper Performance > Page 8181 Avoiding Wiper Damage The following are major contributors to wiper damage. Some of these you can control and others are environmental concerns. - Extremely dusty areas (such as driving on dirt roads) may cause the wipers rubber edge to wear quickly and unevenly. - Sand and salt used on roads for increasing winter traction and ice control will cause the wiper blades to wear quicker. Areas with significant snowfall require more frequent blade replacements. - Heat and time may cause the rubber blades to take a "permanent set" resulting in the rubber not flexing and turning over uniformly. This condition may result in streaking and/or unwiped areas. - Rubber blades are easily cut or torn when using ice scrapers. Likewise pulling blades up off a frozen windshield can tear the rubber. Exercise caution when clearing ice and snow. - Using your wipers to "wear through" frost and ice, instead of allowing the defrosters to melt the ice, can dull, nick or tear the rubber blades. - Banging wipers on the glass to remove ice and snow may cause the blade to bend, dislodging the rubber and causing potential scratching of the windshield. - Ice can form in the pin joints of the wipers, which can cause streaking and unwiped areas. To remove ice from pin joints, compress the blade and rubber edge with your hand to loosen the frozen joints. Consider using Winter Blades that have a rubber cover to avoid this condition. Note GM does not recommend the use of any spray on/wipe on windshield treatments or washer fluid additives. The variation in friction that results on the glass from the use of these products causes wipers to chatter and have premature wear. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Windshield > Component Information > Technical Service Bulletins > All Other Service Bulletins for Windshield: > 00-08-48-005D > Sep > 10 > Body - Vehicle Glass Distortion Information Windshield: All Technical Service Bulletins Body - Vehicle Glass Distortion Information INFORMATION Bulletin No.: 00-08-48-005D Date: September 10, 2010 Subject: Distortion in Outer Surface of Vehicle Glass Models: 2011 and Prior GM Passenger Cars and Trucks 2009 and Prior HUMMER H2 2010 and Prior HUMMER H3 2005-2009 Saab 9-7X 2010 and Prior Saturn Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 00-08-48-005C (Section 08 - Body and Accessories). Distortion in the outer surface of the windshield glass, door glass or backlite glass may appear after the vehicle has: - Accumulated some mileage. - Been frequently washed in automatic car washes, particularly "touchless" car washes. This distortion may look like a subtle orange peel pattern, or may look like a drip or sag etched into the surface of the glass. Some car wash solutions contain a buffered solution of hydrofluoric acid which is used to clean the glass. This should not cause a problem if used in the correct concentration. However, if not used correctly, hydrofluoric acid will attack the glass, and over time, will cause visual distortion in the outer surface of the glass which cannot be removed by scraping or polishing. If this condition is suspected, look at the area of the windshield under the wipers or below the belt seal on the side glass. The area of the glass below the wipers or belt seal will not be affected and what looks like a drip or sag may be apparent at the edge of the wiper or belt seal. You may also see a line on the glass where the wiper blade or the belt seal contacts the glass. Important The repair will require replacing the affected glass and is not a result of a defect in material or workmanship. Therefore, is not covered by New Vehicle Warranty. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Windshield > Component Information > Technical Service Bulletins > All Other Service Bulletins for Windshield: > 83-15-16 > Oct > 98 > New Windshield/Glass Urethane Adhesive Caulking Kit Windshield: All Technical Service Bulletins New Windshield/Glass Urethane Adhesive Caulking Kit File In Section: 10 - Body Bulletin No.: 83-15-16 Date: October, 1998 INFORMATION Subject: New Windshield and Stationary Glass Urethane Adhesive Caulking Kit Models: 1990-99 All Passenger Cars and Trucks As a result of a change from standard viscosity urethane to high-viscosity urethane, a new Urethane Adhesive Caulking Kit, P/N 12346392, is now available from GMSPO. This kit contains the "High Viscosity" Urethane Adhesive for thicker and more consistent bead size applications. When applied properly, this new high viscosity urethane in many instances will eliminate the need for depth setting blocks or the damming material to control squeeze out. The following is the contents of the new kit: Like the standard viscosity urethane contained in kit (P/N 12346284) that it replaces, it is a one-part, moisture cure product with curing times that vary as a result of changes in either temperature or humidity. THE REQUIRED TIME FOR THIS NEW ONE-PART MATERIAL to ensure a safe installation of stationary glass before returning the vehicle to the customer, IS A MINIMUM OF SIX (6) HOURS AT 70°F (21°C) AND 30% RELATIVE HUMIDITY. Alternate equivalent materials for this kit may be available from a local glass repair shop under the following product numbers: Other manufacturers of Urethane Adhesive that have documented their ability to meet or exceed General Motors specification # 3651M (Performance Requirements for Stationary Glass Bonding Adhesive System Service) are also considered to be equivalent to GM Kit (P/N 12346392). In previously published Corporate Bulletin Number 73-10-54, increasing customer demands for faster service have resulted in quicker two-part urethane adhesives to be made available. Essex Beta Seal U216* (two-part urethane adhesive) also meets the General Motors 3651M Specification and can be Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Windshield > Component Information > Technical Service Bulletins > All Other Service Bulletins for Windshield: > 83-15-16 > Oct > 98 > New Windshield/Glass Urethane Adhesive Caulking Kit > Page 8190 used when the customer demands quicker repair of the vehicle than the above described one-part product can provide. This two-part, chemical cure product requires ONE (1) TO ONE-AND-ONE-HALF (1-1/2) HOURS FOR CURING BEFORE RETURNING THE VEHICLE TO THE CUSTOMER. This two-part product also requires primers on the glass and pinchweld surfaces. The primers and applicator daubers are not included with this two-part product and therefore, must be purchased separately. In addition, this two-part product requires a special applicator (gun) for proper mixing and dispensing of the adhesive. Important: The U216 product is NOT available from GMSPO and must be obtained locally. * We believe this source and their products to be reliable. There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any such products which may be available from other sources. When using either of the above described products, make sure to follow the manufacturer's directions for application and drying times. For information regarding the removal and installation of stationary glass, consult the appropriate Service Manual. Parts information P/N Description 12346392 Urethane Adhesive Caulking Kit Parts are expected to be available from GMSPO, 10/12/98. Important: The previously recommended adhesive kit (P/N 12346284) will no longer be available from GMSPO once inventory is exhausted. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Windshield > Component Information > Technical Service Bulletins > All Other Service Bulletins for Windshield: > 72-05-04 > Aug > 97 > Warranty - Guidelines for Claiming Windshield Replace Windshield: All Technical Service Bulletins Warranty - Guidelines for Claiming Windshield Replace File In Section: Warranty Administration Bulletin No.: 72-05-04 Date: August, 1997 WARRANTY ADMINISTRATION Subject: Guidelines for Claiming C0034 - Windshield Replacement Models: 1989-98 Passenger Cars and Light Duty Trucks The purpose of this bulletin is to provide retail and wholesale service personnel with guidelines for using the above subject labor operations. In an effort to understand the windshield replacements, the following two phase approval process is being implemented. We feel this approach will allow GM to be responsive to repair decisions on vehicles over 10,000 miles (16,000KMS), while providing you, our dealers, the empowerment to address customer needs on those cases requiring repairs early in the vehicle's life, under 10,000 miles (16,000KMS). Effective with repair orders dated on or after September 1, 1997, dealers are to be guided by the following: ^ Windshield replacement on vehicles under 10,000 miles (16,0OOKMS) can only be made after Service Management inspection, review and approval. This approval must be noted on the repair order clearly identifying the defect and reason for replacement. This comment must be submitted in the comment field of the claim for engineering review. ^ Windshield replacement on vehicles over 10,000 miles (16,000KMS) can only be made after Service Management inspection, review and approval from the divisional service representative. Vehicles may be required to be held for wholesale inspection. This approval must be noted on the repair order clearly identifying the defect and reason for replacement. This comment must be submitted in the comment field of the claim for engineering review. The claim will require wholesale authorization for payment. Additional Requirements ^ Windshields replaced must be held for the normal parts retention period and the defect should be clearly identified on the glass by means of tape and/or a grease pencil. ^ Sublet windshield replacements, like other sublet repairs are to be claimed for actual dealership cost less any discounts and or allowances offered. Sublet repairs cannot exceed the normal allowance provided to the dealership had the repair been completed in-house. See your GM Policy and Procedure Manual for the complete guidelines. Windshields damaged by normal wear, road hazards, vandalism, or other physical damage are not eligible for warranty coverage. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Windows and Glass > Windshield > Component Information > Technical Service Bulletins > All Other Service Bulletins for Windshield: > 73-10-54 > May > 97 > Windshield - Two-Part Urethane Adhesive For Installation Windshield: All Technical Service Bulletins Windshield - Two-Part Urethane Adhesive For Installation File In Section: 10 - Body Bulletin No.: 73-10-54 Date: May, 1997 INFORMATION Subject: Two-Part Urethane Adhesive For Windshield Installations Models: 1997 And Prior Passenger Cars and Trucks (Using Urethane Adhesive To Retain Windshields) General Motors passenger cars and trucks use urethane adhesive as a means to retain the windshield in the body opening. The urethane adhesive is used to bond the windshield in the opening, increasing vehicle structure. The current recommended urethane adhesive, GM P/N 12346284, is a one-part moisture cure product that requires a minimum curing period of 6 hours at room temperature before returning the vehicle to the customer. Increasing customer demands for faster service in recent years have resulted in quicker cure two-part urethane adhesives. Essex Beta Seal U216* (two-part urethane adhesive) meets the General Motors 3651M Specification (Performance Requirements for Stationary Glass Bonding Adhesive System Service) and can be used when the customer demands quicker repair of the vehicle than the current one-part materials can provide. Either of these products can be used when glass replacement is performed. The differences between these products are as follows: The CURRENT URETHANE ADHESIVE KIT, GM P/N 12346284, IS A ONE-PART ADHESIVE. It includes the necessary glass and pinchweld primers and is specified in Service Manuals for General Motors' vehicles. Since this is a "moisture cure" product, the curing time for this one-part material will vary with changes to either temperature or humidity. The REQUIRED TIME FOR THIS ONE-PART MATERIAL to ensure a safe installation of stationary glass before returning the vehicle to the customer IS A MINIMUM OF SIX (6) HOURS AT 70°F (21°C) AND 30% RELATIVE HUMIDITY. ESSEX BETA SEAL U216 IS A TWO-PART ADHESIVE MATERIAL THAT PROVIDES FOR A ONE (1) TO ONE AND ONE HALF (11/2) HOUR CURE BEFORE RETURNING THE VEHICLE TO THE CUSTOMER. This product also requires primers on the glass and pinchweld surfaces. This product requires a special applicator for the mixing and dispensing of the adhesive. When using this (or any) product, make sure to follow the manufacturer's directions for application and drying times. Parts Information Parts are currently available from GMSPO. * We believe this source and their product to be reliable. There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any such products which may be available from other sources. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Sensors and Switches - Wiper and Washer Systems > Windshield Washer Switch > Component Information > Locations > Component Locations LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Sensors and Switches - Wiper and Washer Systems > Windshield Washer Switch > Component Information > Locations > Component Locations > Page 8205 LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Sensors and Switches - Wiper and Washer Systems > Wiper Switch > Component Information > Service and Repair Wiper Switch: Service and Repair Fig. 13 Wiper Switch Removal WARNING: On models equipped with Airbags, Refer to Air Bags (Supplemental Restraint Systems) Service and Repair Disarming procedures before performing any repair. See: Restraint Systems/Air Bag Systems/Service and Repair 1. Disconnect battery ground cable. 2. Remove horn pad and steering wheel. Refer to Steering and Suspension / Steering / Steering Wheel. See: Steering and Suspension/Steering/Steering Wheel/Service and Repair 3. Remove tilt lever from column, if equipped, Fig. 13. 4. Remove upper and lower steering column covers. 5. Remove dampener assembly, then the headlight switch assembly. 6. Remove windshield wiper switch assembly. 7. Reverse procedure to install. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Washer Fluid Level Indicator > Component Information > Description and Operation Washer Fluid Level Indicator: Description and Operation There are two types of low washer fluid indicating systems. They are the mechanical type and electrically controlled type. The mechanical type consists of a float and rod assembly, sending unit and a fiber optic. The electrically controlled type consists of a float, magnet, contact points and a resistor. On the mechanical type, the upper end of the rod extends into the sending unit and has colored red and green portions. When the windshield wipers are activated, a lamp bulb in the sending unit lights either the red or green sections of the rod. The colored light is then picked up by the fiber optic and is transmitted through it to the telltale lens. The lens will show red or green depending upon washer fluid level. The electrically controlled type, has an indicator that is activated when the windshield wipers are engaged. A slight amount of current flows from the wiper motor to the washer bottle float unit. This current will either pass through the contact points or the resistor which is in parallel with the points. When the washer fluid level is high, the magnet holds the contact points open. The current will now flow through the resistor where it is reduced so the indicator will not light. When the washer fluid level is low, the float drops and the magnet will separate from the cap assembly allowing the current to pass through the contact points and activate the indicator light. On the mechanical indicating system, if the telltale lens fails to glow when the windshield wipers are activated, check lamp bulb in sending unit and see that fiber optic is not broken. On the electrically controlled system, the first item to check is the indicator bulb. With the windshield wipers On, connect a jumper wire between the two terminals on the washer bottle cap. The indicator should then light. If not, replace bulb. If the bulb is found to be satisfactory, remove cap and float assembly from washer bottle. The float should be able to move to the bottom of the stem and the magnet should separate from the cap. If not, replace float and cap assembly. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Windshield Washer Motor > Component Information > Testing and Inspection > Washer Will Not Operate Windshield Washer Motor: Testing and Inspection Washer Will Not Operate Permanent Magnet Depressed Park System Fig. 73 Test 8: Washer Will Not Operate. Permanent Magnet Positive Park System Fig. 8 Chart 6: Washer Will Not Operate Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Windshield Washer Motor > Component Information > Testing and Inspection > Washer Will Not Operate > Page 8216 Windshield Washer Motor: Testing and Inspection Washer Will Not Shut Off Fig. 74 Test 9: Washer Will Not Shut Off. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Windshield Washer Pump > Component Information > Locations > Component Locations Lower LH Front Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Windshield Washer Pump > Component Information > Locations > Component Locations > Page 8221 Lower LH Front Front Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Windshield Washer Switch > Component Information > Locations > Component Locations LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Windshield Washer Switch > Component Information > Locations > Component Locations > Page 8226 LH Side Of I/P Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Wiper Blade > Component Information > Technical Service Bulletins > Glass/Body - Windshield Wiper Performance Wiper Blade: Technical Service Bulletins Glass/Body - Windshield Wiper Performance INFORMATION Bulletin No.: 06-08-43-003C Date: February 21, 2011 Subject: Windshield Wiper Performance, Cleaning Instructions and Maintenance Models: 2012 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2010 and Prior Isuzu Medium Duty Trucks 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to add the 2011 and 2012 model year. Please discard Corporate Bulletin Number 06-08-43-003B (Section 08 - Body and Accessories). Wiper Concerns Most concerns about windshield wiper performance are the result of dirty wiper blades, damaged wiper blades, or worn out blades that are continuing to be used beyond their useful life. Depending on environmental conditions, wiper blades can have dramatic differences in lifespan. Here are some tips and guidelines to maximize wiper performance to avoid damage to the blades, and to avoid unnecessary replacements. Many wiper blades are being replaced under warranty with reviews showing there is nothing wrong with the returned blades other than a build-up of dirt. Additionally, advise the customer to review the information in their Owner Manual. Inspection and Cleaning Scheduled Maintenance - Inspect your wipers rubber blades every 4-6 months or 12,000 km (7,500 mi) for wear, cracking or contamination. - Clean the windshield and the rubber wiper blades (using the procedure below) if the blades are not clearing the glass satisfactorily. If this does not correct the problem, then replace the rubber elements. Cleaning Procedure Important Avoid getting windshield washer fluid on your hands. Wear rubber gloves or avoid direct contact with washer fluid. Important Do not use gasoline, kerosene, or petroleum based products to clean wiper blades. - Clean the rubber blades using a lint free cloth or paper towel soaked with windshield washer fluid or a mild detergent. You should see significant amounts of dirt being removed on the cloth. - Be sure to wash the windshield thoroughly when you clean the blades. Bugs, road grime, sap and a buildup of car wash/wax treatments may additionally cause wiper streaking. Tip For a larger scale buildup on the windshield, use a non-abrasive cleaner such as Bon-Ami* (www.faultless.com) cleanser with a wet sponge, being sure to use plenty of water to avoid scratching the glass. Flush the surface and body panels completely. Tip For day-to-day exterior glass cleaning and to maintain a streak free appearance, suggest Vehicle Care Glass Cleaner, P/N 88862560 (in Canada, 992727). This product is an easy to use foaming cleaner that quickly removes dirt and grime from glass surfaces. Tip Interior glass should be cleaned with plain, clean water to eliminate any film or haze on the window and help prevent fogging, a major customer dissatisfier. Refer to Corporate Bulletin Number 03-00-89-006D for more information. The New Vehicle Pre-Delivery Inspection form also recommends using plain water to clean interior glass. *"We believe this material to be reliable. There may be additional manufacturers of such material. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or equipment from these firms or any such items which may be available from other sources. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Wiper Blade > Component Information > Technical Service Bulletins > Glass/Body - Windshield Wiper Performance > Page 8231 Avoiding Wiper Damage The following are major contributors to wiper damage. Some of these you can control and others are environmental concerns. - Extremely dusty areas (such as driving on dirt roads) may cause the wipers rubber edge to wear quickly and unevenly. - Sand and salt used on roads for increasing winter traction and ice control will cause the wiper blades to wear quicker. Areas with significant snowfall require more frequent blade replacements. - Heat and time may cause the rubber blades to take a "permanent set" resulting in the rubber not flexing and turning over uniformly. This condition may result in streaking and/or unwiped areas. - Rubber blades are easily cut or torn when using ice scrapers. Likewise pulling blades up off a frozen windshield can tear the rubber. Exercise caution when clearing ice and snow. - Using your wipers to "wear through" frost and ice, instead of allowing the defrosters to melt the ice, can dull, nick or tear the rubber blades. - Banging wipers on the glass to remove ice and snow may cause the blade to bend, dislodging the rubber and causing potential scratching of the windshield. - Ice can form in the pin joints of the wipers, which can cause streaking and unwiped areas. To remove ice from pin joints, compress the blade and rubber edge with your hand to loosen the frozen joints. Consider using Winter Blades that have a rubber cover to avoid this condition. Note GM does not recommend the use of any spray on/wipe on windshield treatments or washer fluid additives. The variation in friction that results on the glass from the use of these products causes wipers to chatter and have premature wear. Disclaimer Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Wiper Gear Box > Component Information > Service and Repair Wiper Gear Box: Service and Repair 1. Remove wiper arms from transmission spindle shafts. 2. Remove shroud top vent grille panel and screen. 3. Loosen, but do not remove, transmission drive link to motor crank arm attaching nuts then pull drive link from motor crank arm. 4. Remove transmission to cowl panel attaching screws and the transmission assembly. 5. Reverse procedure to install. Torque wiper transmission attaching screws and nuts to 64 inch lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Wiper Motor > Component Information > Locations > Component Locations Center Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Wiper Motor > Component Information > Locations > Component Locations > Page 8239 Center Rear Of Engine Compartment Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Wiper Motor > Component Information > Locations > Page 8240 Harness Connector Faces: Wiper Motor Assembly Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Wiper Motor > Component Information > Locations > Page 8241 Wiper Motor: Service and Repair 1. Disconnect battery ground cable. 2. Remove wiper arms from transmission spindle shafts. 3. Remove shroud top vent grille panel and screen. 4. Loosen, but do not remove, transmission drive link to motor crank arm attaching nuts, then pull drive link out of motor crank arm. 5. Disconnect wiper motor electrical connections and remove wiper motor attaching bolts. 6. Rotate wiper motor upward and outward, and remove from vehicle. 7. Reverse procedure to install. Torque wiper motor attaching bolts to 48 inch lbs. Chevrolet Cavalier Workshop Manual (Cavalier-Z24 V6-191 3.1L VIN T MFI (1994)) Chevrolet Workshop Manuals > Wiper and Washer Systems > Wiper Switch > Component Information > Service and Repair Wiper Switch: Service and Repair Fig. 13 Wiper Switch Removal WARNING: On models equipped with Airbags, Refer to Air Bags (Supplemental Restraint Systems) Service and Repair Disarming procedures before performing any repair. See: Restraint Systems/Air Bag Systems/Service and Repair 1. Disconnect battery ground cable. 2. Remove horn pad and steering wheel. Refer to Steering and Suspension / Steering / Steering Wheel. See: Steering and Suspension/Steering/Steering Wheel/Service and Repair 3. Remove tilt lever from column, if equipped, Fig. 13. 4. Remove upper and lower steering column covers. 5. Remove dampener assembly, then the headlight switch assembly. 6. Remove windshield wiper switch assembly. 7. Reverse procedure to install.